D.C. TO RICHMOND SOUTHEAST HIGH SPEED RAIL

BASIS OF DESIGN REPORT B
February 24, 2015

Basis of Design

Technical Criteria for Concept & Preliminary Engineering

Final Report
D.C. to Richmond Southeast High Speed Rail i Basis of Design Report

APPROVALS

This document was developed by the Virginia Department of Rail and Public Transportation 

(DRPT) with significant input and general concurrence from the following major stakeholders: 

Federal Railroad Administration (FRA); Virginia Department of Transportation (VDOT); CSX 

Transportation (CSXT); Amtrak; and the Virginia Railway Express (VRE). The basis of design 

(BOD) was developed using an iterative process with formal reviews and comments provided 

by the major stakeholders with responses by DRPT until general concurrence was achieved 

with FRA, VDOT, CSXT, Amtrak and VRE.

This basis of design shall be used by all members of the DRPT and its consultants and 

contractors for the development of an EIS and preliminary engineering for the Washington, 

D.C. to Richmond Southeast High Speed Rail project (DC2RVA). The purpose of the document 

is to provide a basis of design for the development of conceptual alternatives for evaluation in 

the EIS study and preliminary engineering for the preferred alternative only. 

It is anticipated that the DC2RVA project will be constructed in the future in a series of 

incrementally phased design-bid-build or design-build packages. Final design and detailed 

engineering would be provided in the future prior to the construction of each package in 

accordance with the requirements of applicable design codes, laws, and major stakeholder 

requirements at the time the phased projects are implemented. Packages in the corridor may be 

constructed concurrently or in later years depending on funding availability.
D.C. to Richmond Southeast High Speed Rail ii Basis of Design Report

TABLE OF CONTENTS

APPROVALS ...............................................................................................................................................i

TABLE OF CONTENTS ............................................................................................................................ii

EXECUTIVE OVERVIEW..................................................................................................................... E-1

1. PROJECT OVERVIEW ..............................................................................................................1-1

1.1 Project Description.....................................................................................................................1-1

1.2 Project Location..........................................................................................................................1-2

1.3 Project Approach........................................................................................................................1-5

1.4 Planning Considerations...........................................................................................................1-6

1.4.1 Operations and Service Planning..............................................................................1-6

1.4.2 Community Considerations.......................................................................................1-7

1.4.3 Environmental Considerations..................................................................................1-7

1.4.4 Standardization of Equipment and Materials .........................................................1-7

2. RAILWAY...................................................................................................................................2-1

2.1 Safety............................................................................................................................................2-1

2.2 Definitions...................................................................................................................................2-1

2.3 Design Codes, Manuals, Standards, Specifications, and Regulatory Requirements........2-2

2.4 Design Life ..................................................................................................................................2-3

2.5 Design Loading ..........................................................................................................................2-4

2.6 Design Speeds.............................................................................................................................2-4

2.7 Horizontal Geometry.................................................................................................................2-4

2.7.1 Track Centers ...............................................................................................................2-6

2.7.2 Tangent Alignment.....................................................................................................2-7

2.7.3 Horizontal Curve Alignment.....................................................................................2-8

2.7.3.1 Superelevation.............................................................................................2-8

2.7.3.2 Circular Curves .........................................................................................2-10

2.7.3.3 Spiral Transition Curves ..........................................................................2-11

2.7.3.4 Concentric Circular Curves .....................................................................2-13
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D.C. to Richmond Southeast High Speed Rail iii Basis of Design Report

2.8 Vertical Geometry....................................................................................................................2-13

2.8.1 Grades .........................................................................................................................2-14

2.8.2 Vertical Curvature.....................................................................................................2-14

2.9 Clearances .................................................................................................................................2-17

2.9.1 Bridges ........................................................................................................................2-17

2.9.2 Station Platforms .......................................................................................................2-18

2.10 Roadbed Section.......................................................................................................................2-18

2.10.1 Ballast Depth..............................................................................................................2-18

2.10.2 Subballast Depth .......................................................................................................2-18

2.10.3 Shoulder Width .........................................................................................................2-18

2.11 Special Trackwork....................................................................................................................2-18

2.11.1 Turnouts and Crossovers .........................................................................................2-18

2.11.2 Speeds through Turnouts and Crossovers ............................................................2-19

2.11.3 Standard Turnouts and Crossovers ........................................................................2-20

2.11.4 Non-Standard Turnouts and Crossovers...............................................................2-20

2.11.5 Frogs............................................................................................................................2-20

2.11.6 Derails .........................................................................................................................2-21

2.11.7 Industry Access .........................................................................................................2-21

2.12 Track Gauge..............................................................................................................................2-21

2.13 Rail .............................................................................................................................................2-21

2.14 Rail Anchoring .........................................................................................................................2-22

2.15 Tie Plates ...................................................................................................................................2-22

2.16 Ties .............................................................................................................................................2-22

2.16.1 Concrete Ties..............................................................................................................2-22

2.16.2 Timber Ties.................................................................................................................2-22

2.17 Signals and Communications.................................................................................................2-22

3. HIGHWAY..................................................................................................................................3-1

3.1 Definitions...................................................................................................................................3-1

3.2 Safety............................................................................................................................................3-1

3.3 Criteria.........................................................................................................................................3-1

3.3.1 Roadway Standards ....................................................................................................3-1

3.3.2 Resurfacing, Restoration & Rehabilitation...............................................................3-2

3.3.3 Quality Control............................................................................................................3-2
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D.C. to Richmond Southeast High Speed Rail iv Basis of Design Report

3.3.4 Design Content............................................................................................................3-2

3.3.5 Alternative Designs.....................................................................................................3-2

3.3.6 Pedestrians/Bike Paths/Trails ..................................................................................3-3

4. DRAINAGE, HYDROLOGY, AND HYDRAULICS .............................................................4-1

5. BRIDGES AND STRUCTURES................................................................................................5-1

6. AT-GRADE CROSSINGS..........................................................................................................6-1

7. RIGHT-OF-WAY........................................................................................................................7-1

8. STATIONS ..................................................................................................................................8-1

8.1 Standards, Codes and Guidelines............................................................................................8-2

8.2 Passenger Car Types..................................................................................................................8-2

8.3 Locomotive Types......................................................................................................................8-4

8.4 Platforms .....................................................................................................................................8-8

8.4.1 Platform Configuration ..............................................................................................8-8

8.4.2 Stairs/Ramps/Walkways ..........................................................................................8-9

8.4.3 Handicap Access .........................................................................................................8-9

8.5 Pedestrian Crossings ...............................................................................................................8-10

8.5.1 Overhead Crossings..................................................................................................8-10

8.5.2 Under-Grade Crossings............................................................................................8-10

8.5.3 At-Grade Crossings...................................................................................................8-11

8.6 Station Parking .........................................................................................................................8-11

9. YARD AND SHOP FACILITIES..............................................................................................9-1

10. UTILITIES .................................................................................................................................10-1

11. HIGHWAY TRAFFIC ENGINEERING ................................................................................11-1

12. APPROVALS AND DESIGN VARIANCES.........................................................................12-1

APPENDIX A: STANDARD CSXT PLANS .......................................................................................A-1

APPENDIX B: VDOT GEOMETRICS FOR BRIDGES OVER RAILROADS.................................. B-1
D.C. to Richmond Southeast High Speed Rail E-1 Basis of Design Report

EXECUTIVE OVERVIEW

The basis of design presents the technical criteria to be followed for conceptual and preliminary 

engineering on the Washington, D.C. to Richmond Southeast High Speed Rail (DC2RVA) 

project. The basis of design has been developed in coordination with the major project 

stakeholders: the Federal Railroad Administration (FRA); Virginia Department of Rail and 

Public Transportation (DRPT); Virginia Department of Transportation (VDOT); CSX 

Transportation, Inc. (CSXT); Amtrak; and Virginia Railway Express (VRE). 

This project contemplates a series of improvement projects that are required to deliver higher 

speed passenger rail service (up to 90 miles per hour) along the 123-mile corridor from 

Washington, D.C. to Richmond. The improvement projects to be evaluated include, but are not 

limited to, the following:

 Corridor-wide track and signal upgrades to achieve higher operating speeds, 

including curve realignments, high-speed interlockings, and grade crossing 

improvements.

 Corridor-wide station platform construction and improvements.

 Adding a fourth track from the Potomac River (RO) to Alexandria (AF), and 

Fredericksburg (FB) to Hamilton (HA).

 Adding a third track to multiple sections of track between Alexandria and 

Richmond.

 Track improvements between Greendale and Centralia.

 Richmond area station location(s) and related track and platform improvements for 

affected Amtrak and VRE stations.

The basic requirement for railroad geometric design shall be to provide safe, economical, and 

efficient rail passenger transportation on a freight rail corridor. The railroad geometric design 

must maintain CSXT freight operation neutrality while providing adequate factors of safety 

with respect to overall operation, maintenance, and rolling stock stability. Improvements 

should also have no adverse effect on Amtrak passenger operations and/or VRE commuter 

operations.

The primary purpose of this basis of design (BOD) is to establish the technical criteria to be used 

for infrastructure concept design and preliminary engineering in the project corridor. A 

separate document shall be developed by DRPT to establish the rolling stock criteria, service 

assumptions and projections, and operating criteria which shall be used to develop operating 

plans and simulation models. These operating plans and models will assist in determining the 

magnitude of infrastructure improvements required to support future operations.

The basis of design for rail components of the project emphasizes safety and follows accepted 

engineering practices used by CSXT, Amtrak, and VRE and as indicated in FRA track safety 
E X E C U T I V E O V E R I E W

D.C. to Richmond Southeast High Speed Rail E-2 Basis of Design Report

standards and in the AREMA Manual for Railway Engineering. The basis of design for roadway 

components follows VDOT standards.

Key features of the basis of design include the following:

 Both new and existing mainline track will be designed for a maximum allowable 

speed of 90 mph where practicable.

 Mainline track centers shall be 15 feet between centerlines of all adjacent tracks.

 Both new and existing mainline tracks shall be designed for interoperability between 

all passenger and freight service.

 Passenger station improvements shall include low-level side or center island 

platforms serving all mainline tracks in accordance with FRA, Amtrak, and VRE 

standards. 

 Utilization to the extent feasible and practicable of ongoing and previously 

completed studies, concept development, and rail improvement designs in the 

corridor.

The basis of design and key features discussed above are applicable only to areas where new 

construction or major remodeling might occur. Existing tracks where improvements are not 

required are exempt from the design criteria as well as the approvals and design variance 

process in Section 12. It is anticipated that portions of the existing track may need to be 

modified or upgraded for improved rail geometrics as well as to be included in modifications to 

the signal system.
D.C. to Richmond Southeast High Speed Rail 1-1 Basis of Design Report

PROJECT OVERVIEW

1.1 PROJECT DESCRIPTION

This project is funded through a cooperative agreement between the Virginia Department of 

Rail and Public Transportation (DRPT) and Federal Railroad Administration (FRA) for the 

completion of Tier II environmental review and preliminary engineering (PE) for the 

Washington, D.C. to Richmond Southeast High Speed Rail (SEHSR) Project that will result in 

the environmental review and approvals required to support the design-build or final design 

and construction of the Washington, D.C. to Richmond (DC2RVA) rail corridor in the future. 

This project contemplates a series of improvement projects from Arlington to Centralia that are 

required to deliver higher speed passenger rail service (up to 90 miles per hour) along the 

corridor. The improvement projects to be evaluated include, but are not limited to, the 

following:

 Corridor-wide track and signal upgrades to achieve higher operating speeds, 

including corridor curve realignments, high-speed interlockings, and grade crossing 

improvements.

 Corridor-wide station platform construction and improvements.

 Adding a fourth track, Potomac River (RO) to Alexandria (AF), and Fredericksburg 

(FB) to Hamilton (HA).

 Adding a third track to multiple sections of track between Alexandria and 

Richmond.

 Track improvements between Greendale and Centralia.

 Richmond area station location(s) and related track and platform improvements.

Additionally, the project includes PE and National Environmental Policy Act (NEPA) review

for related capacity improvements on the CSXT Peninsula Subdivision in the Richmond area 

between AM Junction and Beulah to the east, and on the Buckingham Branch Railroad from AM 

Junction through Doswell to the north. The project also includes two localities where specific 

improvements have not been previously evaluated: Elmont to North Doswell (through 

Ashland), and Fredericksburg to Dahlgren (through Fredericksburg and across the 

Rappahannock River Bridge). These localities will be evaluated for station, track and safety 

improvements as well as the feasibility of a third mainline track, including greenfield 

alignments which may be considered, where feasible, at any location in the DC2RVA corridor.

The project will also conduct further analysis of the alignment of the route selected through the 

2002 Tier I EIS and Record of Decision (ROD), including the Buckingham Branch Railroad and 

1
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D.C. to Richmond Southeast High Speed Rail 1-2 Basis of Design Report

the CSXT S-Line and A-Line routes from Greendale north of Richmond to Centralia south of 

Richmond.

It is anticipated that development of station alternatives, including a potential single 

consolidated station or a combination of an urban station and a north suburban station in the 

Richmond area will be determined as part of the EIS process prior to the preparation of the 

appropriate level engineering plans for Richmond area stations. In accordance with FRA’s 

direction, the Project Team shall not advance detailed preliminary engineering (PE) for specific 

infrastructure or station improvements in the Richmond area (CP Greendale to CP Centralia) 

prior to determination of the preferred routing alternative through Richmond or the selection of 

the preferred station location(s) in the Richmond area. The Project Team may, however, 

advance conceptual preliminary engineering of infrastructure and station improvements in the 

Richmond area to support the analysis of the routing alternative and station location(s), as 

needed.

1.2 PROJECT LOCATION

The physical limits of the Project for environmental review and preliminary engineering extend 

approximately 123 miles from the CSX Transportation, Inc. Control Point RO (MP CFP-110) in 

Arlington, Virginia, south to (CSXT) A-Line/CSXT S-Line junction at milepost (MP) A-11 in 

Centralia, Virginia (Chesterfield County). At the northern terminus in Arlington, the project 

limits end at the Long Bridge over the Potomac River for infrastructure improvements in 

Virginia. The theoretical study area for the ridership and revenue and capacity modeling may 

extend beyond the physical study area, as required to appropriately capture the ridership 

market and represent the operating network, including Union Station in Washington, D.C., for 

the project corridor. The physical southern terminus in Centralia is the midpoint between 

downtown Richmond and downtown Petersburg. The physical project limits in Virginia are 

shown in Figure 1-1.

Additional segments of the physical project include the CSXT Peninsula Subdivision CA-Line 

from Beulah Road (MP CA-76.1) in Henrico County to AM Junction in the City of Richmond, 

and the Buckingham Branch Railroad from AM Junction to the RF&P Crossing (MP CA-111.8) 

in Doswell. 

Proposed improvements are along CSXT-owned track, generally parallel to the I-95 corridor 

between northern Virginia and Richmond.

From north to south, the project travels through the following counties and cities:

 Arlington County

 City of Alexandria

 Fairfax County

 Prince William County

 Stafford County

 City of Fredericksburg

 Spotsylvania County

 Caroline County
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D.C. to Richmond Southeast High Speed Rail 1-3 Basis of Design Report

 Hanover County

 Henrico County

 City of Richmond

 Chesterfield County
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D.C. to Richmond Southeast High Speed Rail 1-4 Basis of Design Report

FIGURE 1-1: WASHINGTON, D.C. TO RICHMOND SOUTHEAST HIGH SPEED RAIL CORRIDOR
P R O J E C T O V E R V I E W

D.C. to Richmond Southeast High Speed Rail 1-5 Basis of Design Report

1.3 PROJECT APPROACH

This Basis of Design Report is a living document providing an introduction to the design 

standards to be used in the development of conceptual and preliminary engineering designs. 

Additional criteria, definitions and specifications shall be added to expand the function of this 

document for use in the development of final design and construction documents to be 

completed at a later time as part of a separate project or projects. Modifications to the basis of 

design require justification through the application of sound engineering judgment, practice 

and economics and application through the approval process described in Section 12.

The primary purpose of this basis of design (BOD) is to establish the technical criteria to be used 

for infrastructure concept design and preliminary engineering in the project corridor. A 

separate document shall be developed by DRPT to establish the rolling stock criteria, service 

assumptions and projections, and operating criteria which shall be used to develop operating 

plans and simulation models. These operating plans and models will assist in determining the 

magnitude of infrastructure improvements required to support future operations.

It is recognized that the rail corridor covers a large and diverse geographic area that includes 

dense urban land use, and that the 90 mph maximum allowable speed (MAS) for passenger 

trains for which the project will be designed may not be achievable everywhere in the corridor 

due to environmental, existing facilities, or operational constraints. The general project intent is 

to add a parallel track to the existing rail network and increase speeds to the extent practicable 

consistent with the corridor service objectives. Final infrastructure improvements will be 

determined using capacity modeling which may indicate additional tracks in limited locations 

with other infrastructure improvements while maintaining the existing number of tracks in 

other locations.

It is also recognized that a relatively significant number of environmental studies, concept 

studies and designs have previously been completed in the DC2RVA corridor. To the extent 

feasible and practicable, the Project Team will analyze alternatives and perform an 

environmental review of the alignments, prior to developing the proposed corridor design, with 

consideration of previous studies and designs to maximize the use of these work products.

Horizontal and vertical project control will be established in accordance with the Virginia State 

Plane Coordinate System (VSPCS). This project lies within both the North and South zones of 

the VSPCS. The vertical datum is NAD83. The project control network shall be developed to 

ensure that all data will be contiguous.

GIS data for conceptual design will be referenced to the VSPCS North Zone. GIS data collected 

in portions of the corridor that fall within the South Zone will be converted to North Zone 

coordinates.

The project “ground” coordinate system for preliminary engineering design will use multiple 

Low Distortion Coordinate Systems (LDCS) for the corridor. The term “low distortion” refers to 

both the horizontal distortion from presenting a curved surface on a plane and the vertical 

distortion caused by the projections being scaled to a regional height representative of the area 

being covered. LDCS was selected for the project over VSPCS Local Datum Plane Coordinates, 

which use combination factors to scale from plane to ground, because modern GIS and 

surveying software now enable the creation of low distortion map projections and coordinate 

systems that closely relate to measured distances on the ground. It is anticipated that two or 

three LDCS will cover the entire corridor with a maximum distortion of 1:50,000.
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D.C. to Richmond Southeast High Speed Rail 1-6 Basis of Design Report

Mapping data will be collected using both LIDAR and high resolution aerial photography with 

a pixel resolution of 0.25/SF. Heavily vegetated areas and select edge conditions will be ground 

surveyed.

The disciplines whose basis of design is included in this report are as follows:

 Mainline track

 Passenger stations and layover related tracks

 Freight industry track connections

 Railroad bridges (structures) and major drainage crossings

 Retaining walls

 Utility relocation

 Roadway at-grade and grade separated crossings

1.4 PLANNING CONSIDERATIONS

Planning considerations are categorically defined as follows:

 Operations and service planning

 Community considerations

 Environmental considerations 

 Standardization of equipment and materials

1.4.1 Operations and Service Planning

The objective of DC2RVA project is to provide sufficient additional railway capacity in the 

corridor for the expansion of passenger rail service while maintaining existing and future

freight operation neutrality. Improvements should have no adverse effect on Amtrak passenger 

operations and/or VRE commuter operations. Passenger services shall be safe, reliable, costeffective, environmentally friendly, and efficient within the corridor. Expansion of passenger 

service will be accomplished through one or more of the following objectives:

 Improved travel time

 Increase in maximum allowable passenger and freight operating speed

 Increase capacity and/or improve reliability

 Increase in frequency of service

 Increase in the number of rail cars (length of train/consist)

 Improvement to existing track geometry

 Improvement to crossing safety

 Safe and timely interchange of passengers and information among various local and 

regional modes of transportation

 Additional infrastructure to support improvements listed above
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D.C. to Richmond Southeast High Speed Rail 1-7 Basis of Design Report

It is imperative that design staging for any project which intrudes on or has the potential to 

intrude on rail operations during construction be planned in such a way as to mitigate any 

impact on passenger or freight train operations. Further, the design review process shall clearly 

identify the required resources from the host railroad, CSXT and the railroads that operate over 

the corridor, considering the following:

 Track closure is not permitted during regular scheduled services. Track closure may 

be limited to the short off-peak service hours and on weekends and only when 

approved by CSXT, Amtrak, and/or VRE.

 Temporary track closures shall be scheduled and coordinated with CSXT, Amtrak, 

and VRE. Temporary track closures and the use of temporary tracks to maintain 

operations shall be considered on a case-by-case basis.

 Speed of temporary tracks shall be maintained per timetable speeds or as approved 

by CSXT, Amtrak, and/or VRE.

1.4.2 Community Considerations

To the extent possible, and whenever appropriate, community considerations shall be 

incorporated into the design. The design shall:

 Solicit and consider opinions and suggestions of the public, residential and business 

communities, pedestrians, bicyclists, and motorists as long as it is within the scope 

and budget of the project.

 Minimize impacts to adjacent properties.

 Consider historic preservation, visual intrusions, noise mitigation, and aesthetic 

improvements.

 Improve safety.

1.4.3 Environmental Considerations

The corridor passes through areas of cultural, historic, and environmentally sensitive areas that 

require analysis under the National Environmental Policy Act (NEPA). Potential impacts to 

these areas should be avoided to the extent possible. Unavoidable impacts should be minimized 

to the extent possible and the impact should be mitigated.

1.4.4 Standardization of Equipment and Materials

The design will include the use of standardized materials and equipment wherever possible. 

Standardization ensures ease of procurement and promotes effective inventory management; 

minimizes staff training; optimizes maintenance; and avoids long lead time for materials, 

equipment and components.

All equipment and track materials shall meet CSXT criteria for equipment and materials to be 

owned and maintained by CSXT, AREMA guidelines where applicable, and industry standards 

elsewhere, and shall be supplied by established manufacturers that have a well-documented 

history of furnishing quality products and materials to commuter, intercity passenger or freight 

railroads operating under conditions similar to those of the DC2RVA system. Selection of 
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D.C. to Richmond Southeast High Speed Rail 1-8 Basis of Design Report

equipment and materials shall consider long term costs, ease of construction and maintenance, 

and readily available technical support.
D.C. to Richmond Southeast High Speed Rail 2-1 Basis of Design Report

RAILWAY

The basic requirement for railroad geometric design shall be to provide safe, economical and 

efficient rail passenger transportation on a freight rail corridor. The requirement must maintain 

freight operation neutrality while maintaining adequate factors of safety with respect to overall 

operation, maintenance, and rolling stock stability. Improvements should have no adverse 

effect on Amtrak passenger operations and/or VRE commuter operations.

The criteria presented herein relating to the design of operational components emphasizes 

safety and follows accepted engineering practices used by CSXT and as indicated in FRA track 

safety standards, in the AREMA Manual for Railway Engineering (MRE), by Amtrak, and by 

Virginia Railway Express (VRE).

2.1 SAFETY

All operations within the corridor of the host railroad must be reviewed and approved by the 

host railroad. The basis of design shall consider the safety of operations, the safety of the 

traveling public, and the safety of those who live in adjoining communities as the highest 

priority. 

All designs shall be prepared with safety as the primary consideration. 

Railroad safety promotion and regulation is governed by FRA’s Office of Railroad Safety, which 

includes FRA Track Safety Standards – CFR Part 213.

The DC2RVA PE/NEPA project assumes that all freight and passenger trains will share all 

tracks at speeds up to 90 mph along all segments of the corridor. However, it is important to 

note that FRA regulations will require the preparation of a system safety plan, with partnership 

from the operating freight and passenger railroads, for the delivery of the expanded passenger 

and shared freight service prior to authorization to operate the new service at any speed.

2.2 DEFINITIONS

All definitions used in this document are in accordance with those used in AREMA Manual for 

Railway Engineering.

Key abbreviations used for terms for this project are identified in Table 2-1.

2
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D.C. to Richmond Southeast High Speed Rail 2-2 Basis of Design Report

TABLE 2-1: KEY ABBREVIATIONS

Abbreviation Definition

AAR Association of American Railroads

AASHTO American Association of State Highway Transportation Officials

Amtrak National Railroad Passenger Corporation and Subsidiaries

AREMA American Railway Engineering and Maintenance-of-Way Association

BOD Basis of Design

CFS Cubic Feet per Second

CSXT CSX Transportation

DRPT Virginia Department of Rail and Public Transportation

ES Engineering Stationing

f/s Feet per second

FRA Federal Railroad Administration

HEC-RAS Hydrologic Engineering Center – River Analysis System

HY-8 Culvert Hydraulics Analysis Program

MAS Maximum Allowable Speed

Mph Miles per hour

MP Mile Post

MRE AREMA Manual for Railway Engineering

MT-1, MT-2, MT-3 Main Track #1, #2 and #3

MUTCD Manual of Uniform Traffic Control Devices

ROW Right-of-Way

SCC Virginia State Corporation Commission, Division of Utility and Railroad Safety

VDOT Virginia Department of Transportation

VRE Virginia Railway Express

2.3 DESIGN CODES, MANUALS, STANDARDS, SPECIFICATIONS, 

AND REGULATORY REQUIREMENTS

In general, the minimum design parameters that form the basis of design for a preliminary 

design effort primarily follow the engineering and operating standards of CSXT, followed by 

the recommendations contained in the AREMA Manual for Railway Engineering 2014 Edition 

and the specific requirements of this section. The railroad design shall meet all applicable parts 

of FRA safety requirements, federal laws, and the Commonwealth of Virginia general laws.
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D.C. to Richmond Southeast High Speed Rail 2-3 Basis of Design Report

Unless specifically noted otherwise in these criteria, the latest edition of the code, regulation, 

standard and specification that is applicable at the time the design is initiated (2014) shall be 

used for conceptual and preliminary engineering. If a new edition or amendment to a code, 

regulation, or standard is issued before the final design is submitted to DRPT, the design shall

conform to the new requirements to the extent approved or required by the agency enforcing 

the code, regulation, or standard changed.

The basis of design assembled in this document are based on industry standards, governmental 

regulations, AREMA recommended practices, and railroad standards. The following 

publications and documents were used as references:

 CSXT Engineering and Operating Standards (in effect as of November 1, 2014)

 CSXT Public Projects Information Manual (Rev. August 10, 2012)

 CSXT Design & Construction Standard Specifications – Pipeline Occupancies (Rev. 

February 24, 2010)

 CSXT Design & Construction Standard Specifications – Wirelines Occupancies 

(September 15, 2003)

 AREMA MRE 2014 Edition

 FRA Track and Rail and Infrastructure Integrity Compliance Manual (in effect as of 

November 1, 2014)

 FRA Station Area Planning for High-Speed and Intercity Passenger Rail Guidelines 

(June 2011) 

 FRA Railroad Corridor Transportation Plans Guidelines (July 2005)

 Amtrak Station Program and Planning Guidelines (May 1, 2013)

 Amtrak Engineering Track Design Specification – Spec. No. 63 (Rev. August 1, 2013)

 VRE Station Design Guidelines (November 2002, as amended prior to November 1, 

2014)

 Technical Bulletin T-13-01, Guidance Regarding the Application of Vehicle/Track 

Interaction Safety Standards; High-Speed and High Cant Deficiency Operations; 

Final Rule, Track Classes 1-5 (August 6, 2013)

 U.S. Code of Federal Regulations

 Strategic Rail Corridor Network (STRACNET) and Defense Connector Lines 

(December 1998) - http://www.tea.army.mil/DODProg/RND/default.htm

Absolute maximum/minimum values for any track design element shall comply with 49 CFR 

213 for the applicable class of track unless specifically authorized by FRA waiver.

2.4 DESIGN LIFE

The design life for the new railroad related features and facilities are:

 Embankment: 50 years minimum

 Ballast and subballast: 10 years minimum
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D.C. to Richmond Southeast High Speed Rail 2-4 Basis of Design Report

 Track structure (rail, ties, and fasteners): 35 years minimum

 Structures: 100 years minimum

Temporary facilities used to accommodate construction of permanent systems shall be designed 

for a period up to five years. Examples include shoofly (temporary tracks) and other temporary 

facilities during construction.

2.5 DESIGN LOADING

The design of track systems shall be based on a Cooper E-80 loading in accordance with 

AREMA MRE.

2.6 DESIGN SPEEDS

The design speed for main line track alignments shall be governed by the host railroad, CSXT, 

with a goal of FRA Class 5 track. Maximum allowable speeds shall be the CSXT maximum 

timetable speed for the corridor for freight trains, and 90 miles per hour for passenger trains.

The CSXT governing freight speed is 60 miles per hour.

Higher speeds for passenger trains as discussed above may be achieved through one of the 

following procedures:

 Elimination of selected curves

 Optimization of horizontal curve (reduce the degree of curvature)

 Implementation of higher actual superelevation (Ea) in curved track with longer 

transition spirals

 Implementation of higher unbalance (Eu) acceptable for use with passenger trains on 

a freight track

Curves should be designed to the highest speeds possible for mixed traffic based on the design 

criteria, train performance models, and local conditions and should not be limited to the 

maximum allowable operating speeds.

Subject to the identification of physical and environmental constraints or infeasibility, a 

Limiting Allowable Speed (LAS) below 90 mph for passenger and below 60 mph for freight is 

anticipated at some locations along the corridor.

2.7 HORIZONTAL GEOMETRY

Curvature and superelevation of track alignment are related to design speed and to the 

acceleration and deceleration characteristics of the rail cars and locomotives. Where possible, 

track alignment shall be designed to maximize operating speed for mixed traffic. The design 

criteria for tangent, curve, design speed, superelevation, and spiral transition curve are shown 

in Table 2-2 and described in the following sections.
R A I L W A Y

D.C. to Richmond Southeast High Speed Rail 2-5 Basis of Design Report

TABLE 2-2: LIMITING DESIGN ELEMENTS

Design Elements Major Limiting Factors

Minimum Tangent Length between Curves

– Passenger comfort

– Vehicle truck/wheel forces

Horizontal Curves

(Maximum Degree of Curve - Dc)

– Design speed

– Trackwork maintenance

– Vehicle truck/wheel forces

Compound and Reverse Curves

– Freight wheel/rail interface

– Passenger comfort

– Vehicle suspension travel

– Trackwork maintenance

Length of Spiral Transition Curve

– Passenger comfort

– Trackwork maintenance

– Vehicle suspension travel

Superelevation

– Freight wheel/rail interface

– Passenger comfort

– Vehicle stability

Superelevation Runoff Rate

– Passenger comfort

– Vehicle suspension travel

Special Trackwork

– Mixed traffic operations

– Passenger comfort

– Trackwork maintenance

Station Platforms

– Safety

– Vehicle clearances

– ADA platform gap requirements

– SCC & CSXT clearances

– Amtrak rolling stock configurations

– VRE rolling stock configurations

Mixed Traffic

(Freight Corridor with Passenger Shared use, including 

Commuter/HSR)

– Vehicle clearance

– Trackwork maintenance

– Compatibility of operations

The parameters for the design of horizontal alignments are established in accordance with 

CSXT Standards and the recommendations of the AREMA MRE.

Horizontal alignments for mainline tracks shall be stationed along the centerlines of the existing 

CSXT alignment. Where physically possible, all main tracks and passing sidings shall be 

designed for maximum speeds of 90 mph for passenger operations and a maximum speed of 60 

mph for freight operations.
R A I L W A Y

D.C. to Richmond Southeast High Speed Rail 2-6 Basis of Design Report

Engineering stationing (ES) for mainline track shall follow as much as possible the existing 

system of ES as shown on the original CSXT Valuation Maps. The ES system increases from 

south to north and all the mileposts are tied into this system. ES equations shall be created at 

known points from bridges and/or other structures as required to maintain the historical ES 

system to the extent practical. 

Existing and new sidings shall be assigned stations following the mainline stations and shall be 

coordinated with CSXT Valuation Maps. Industry turnouts shall be stationed separately.

2.7.1 Track Centers

Track centers (distance between the centerlines of two adjacent tracks) for mainline, lead tracks, 

tangent tracks and tracks parallel to mainline tracks shall be a minimum of 15 feet between an 

existing track and a proposed track or between two or more proposed tracks. Existing track 

centers will vary and shall not be a factor in determining track realignments for existing tracks. 

Track centers greater than 15 feet may be required as an avoidance alternative for existing or 

proposed infrastructure, i.e., bridge piers. Similarly, track centers less than 15 feet may be 

required to “squeeze” an additional track between existing infrastructure elements as an 

avoidance alternative, i.e., existing headwalls where pipe extensions are disallowed. In no case 

shall track centers be less than 13 feet. In all cases where track centers are less than 15 feet 

between a proposed track and any track, the minimum separation between tracks and the 

locations where the track centers return to 15 feet of separation shall be clearly indicated and 

stationed.

Platform widths and offsets will control the distances between tracks approaching the platform, 

at the platform, and departing from the platform. Where inter-track fence is proposed, track 

centers shall be in accordance with Amtrak Standard Track Plan AM 70050.

Refer to CSXT Standard Drawing 2603 for additional walkway widths at switch points.

FIGURE 2-1: TYPICAL TRACK SECTION

Compacted Subballast Compacted Fill
R A I L W A Y

D.C. to Richmond Southeast High Speed Rail 2-7 Basis of Design Report

Track centers for yard tracks shall be:

 Minimum acceptable distance: 14 feet

 Preferred minimum distance: 15 feet

Track centers for tracks parallel to ladder tracks shall be a minimum of 20 feet. 

2.7.2 Tangent Alignment

The desired minimum tangent length (L) between mainline curves or spirals shall be 

determined by the following formula:

L = 3V

Where: L = minimum tangent length, feet

V = design speed through the curve, feet per second

The formula for tangent length (L=3V) for ride comfort is based on the rail car traveling at least 

two seconds on tangent track between two curves. The minimum tangent length for mainline 

tracks shall be established as per Table 2-3.

TABLE 2-3: MINIMUM TANGENT LENGTH – MAIN TRACK

Tangent Location On Mainline Tracks

Minimum Tangent Length (feet)

Preferred Absolute Minimum

Between reverse curves 3V 200

Between Point of Switches (PS) of turnouts (TO’s) 200 100

Between PS and curve 200 100

Between PS and platform 200 100

Between PS and grade crossing 200 100

Between PS and bridge 500 100

Between PS and last long tie of T.O. 200 100

Between curve and platform 100 80

Between curve and grade crossing 100 80

The minimum tangent length for yard and non-revenue tracks shall be established per Table 2-

4. Where existing conditions or other design criteria constrain the ability to meet the absolute 

minimum lengths in Table 2-3 or 2-4, the maximum length attainable shall be indicated as a 

deviation from these standards subject to the approvals and design variances procedures in 

Section 12.
R A I L W A Y

D.C. to Richmond Southeast High Speed Rail 2-8 Basis of Design Report

TABLE 2-4: MINIMUM TANGENT LENGTH – YARD AND NON-REVENUE TRACKS

Tangent Location On Yard and Non-Revenue Tracks

Minimum Tangent Length (feet)

Preferred Absolute Minimum

Between reverse curves 3V 200

Between Point of Switches (PS) of turnouts (TO’s) 200 50

2.7.3 Horizontal Curve Alignment

2.7.3.1 Superelevation

Superelevation is the height difference in inches between the high (outside) and low (inside) 

profile rail. Superelevation is used to counteract, or partially counteract the centrifugal force 

acting radially outward on a train when it is traveling along the curve. A state of equilibrium is 

reached when the centrifugal force acting on a train is equal to the counteracting force pulling 

on a train by gravity along the superelevated plane of the track.

Project methodology for calculating superelevation and speed shall be as follows:

 Using CSXT Plan 2511, find the degree of curvature and the MAS for freight trains for 

the curve

 The value in the corresponding row and column is the actual superelevation (Ea)

 Using the values from Table 2-5, establish the unbalanced superelevation (Eu) for each 

type of train in the corridor

 Add the Ea and Eu values from the previous steps to obtain the equilibrium 

superelevation (Ee)

 Using the Ee equation below, solve for maximum allowable posted timetable operating 

speed (V) to determine the MAS for the type of train

An example of this method for a 2 degree curve and freight MAS of 60 mph (CSXT may choose 

to restrict freight train operations to lower speeds) yields the following, shown in Table 2-5:

TABLE 2-5: EXAMPLE METHODOLOGY TO DETERMINE PASSENGER CURVE SPEED

TYPE OF 

TRAIN

DEGREE 

OF CURVE

(in decimal 

degrees)

ACTUAL 

SUPERELEVATION

(in inches)

UNBALANCED

SUPERELEVATION

(in inches)

EQUILIBRIUM 

SUPERELEVATION

(in inches)

MAXIMUM ALLOWABLE 

POSTED 

PASSENGER/COMMUTER 

TRAIN SPEED

(in mph)

VRE 2 3.5 3 6.5 68

Amtrak 2 3.5 4 7.5 73

Higher 

Speed 2 3.5 5 8.5 78
R A I L W A Y

D.C. to Richmond Southeast High Speed Rail 2-9 Basis of Design Report

The benefits of superelevation are improved ride quality and reduced rail and equipment wear. 

FRA currently has established the maximum unbalanced superelevation as five inches with lean 

test results required by the FRA for unbalance greater than five inches, and the maximum actual 

superelevation as seven inches for track Classes 3 through 5. All curves with superelevation of 

five inches or more shall use the equations to determine the actual superelevation and shall 

require approval in accordance with Section 12. 

Actual superelevation (Ea) shall be in accordance with CSXT Standard Plans 2510 and 2511 for 

freight rail service.

Unbalanced elevation (Eu) shall be limited in accordance with CSXT Standard Plans 2510 and 

2511 for freight rail service. Eu for passenger rail service for the DC2RVA project shall be based

on 4 inches of unbalance at 90 mph, while also showing the calculations for speeds at 3 inches 

and 5 inches in the track geometry table in the PE plans.

It is noted that DRPT and CSXT have ongoing discussions to potentially increase the unbalance 

to 5 inches or higher for VRE and Amtrak passenger services subject to lean test submittals and 

approvals by FRA. The potential future increase in unbalance would require negotiations with 

CSXT by DRPT to develop an operating agreement and would require approvals by FRA.

Equilibrium superelevation shall be determined by the following equation:

Ee = 0.0007 V2Dc

Where: Ee = equilibrium elevation, in inches.

V = maximum allowable posted timetable operating speed through 

the curve, in mph

Dc = degree of curvature, in degree

The total superelevation e is expressed as follows:

Ee = Ea + Eu

Where: Ea = actual superelevation in inches of elevation from the top of the 

low rail to the top of the high rail

Eu = unbalanced superelevation (amount of superelevation not 

applied to the curve)

The actual superelevation shall be determined to the nearest 1⁄4 inch by the formulae above. For 

any curve calculation on the main line which yields less than 1⁄4 inch of the required 

superelevation, 1⁄4 inch shall be specified.
R A I L W A Y

D.C. to Richmond Southeast High Speed Rail 2-10 Basis of Design Report

Actual superelevation shall be based on the proposed MAS for freight trains. The passenger 

train speed shall be maximized based on the actual superelevation for freight trains and the 

application of higher unbalance to the passenger train.

The relationship between Velocity (V) and Unbalance (Eu) is expressed as follows:

Vmax = √((Ea+Eu)/0.0007Dc)

Where: Vmax = velocity of train (MAS in mph)

Ea = actual superelevation (inches)

Eu = unbalance (inches)

Dc = degree of curvature (decimal degrees)

Slower speed tracks, such as yard and non-revenue tracks, and curves within special trackwork 

shall not be superelevated unless there are special circumstances requiring superelevation. 

Curves within station and grade crossings shall be avoided where possible. They may be 

superelevated only with approval in accordance with Section 12.

Where there are two or more superelevated tracks in a grade crossing, consideration shall be 

made to minimize the effect on the roadway surface. It may be feasible to change the profile of 

one (or two) of the tracks to better match the roadway profile to help minimize the sawtooth 

effect, or the same result may be achieved by lowering the actual superelevation.

Track was originally constructed in this corridor prior to the use of transition spirals for 

superelevation. Spiral curves and superelevation has been added over time which may or may 

not conform to these standards. Existing spiral curve and superelevation data will be reported 

and analyzed to determine if or where curve corrections or realignments are prudent and 

feasible.

2.7.3.2 Circular Curves

Circular curves shall be defined by the chord definition of curvature and specified by their 

degree of curvature. Lower degrees of curvature allow higher speeds. Higher degrees of 

curvature require lower speeds.

Horizontal curvature shall range from a minimum degree of curvature of 0 degrees to a 

maximum degree of curvature of 7 degrees 30 minutes. Existing curves above this maximum 

degree of curve for mainline tracks shall be realigned to reduce the degree of curvature. The 

minimum degree of curvature (maximum radius) that is feasible shall be used.

No turnouts shall be located within a horizontal curve.

Compound circular curves and circular curves joined by a transitional spiral shall be avoided to 

the extent practical. Existing curves of these types shall be replaced with a single circular curve 

and transitional spiral curves whenever practical. 
R A I L W A Y

D.C. to Richmond Southeast High Speed Rail 2-11 Basis of Design Report

2.7.3.3 Spiral Transition Curves

Spiral curves (transition or easement curves) are defined as transition curves with a constantly 

decreasing or increasing radius proportional between either a tangent and a circular curve 

(simple spiral) or between two curves with different radii (compound/intermediate spiral). 

More specifically, the spiral is a curve whose degree-of-curve increases incrementally with the 

distance along the curve from the point of spiral.

Spiral transition curves shall be used in mainline tracks to connect tangents to circular curves or 

to connect compound circular curves. The spiral to be used shall be the clothoid spiral. See 

Figure 2-2 for spiral and curve nomenclature.

Spirals are not required for curves less than 30 minutes with maximum allowable speed less 

than or equal to 20 MPH or on a curve that is part of a turnout. Adjustments of spurs or sidings 

to accommodate the third track.

Spiral curve length and superelevation rate of change or runoff are directly related to passenger 

comfort. While passenger comfort is a major consideration, the rate of change in superelevation 

in a spiral also affects the rail car bodies in term of twisting, racking or diagonal warp. 

According to AREMA, the superelevation differential between rail car truck centers should not 

exceed one inch. Therefore, based on an 85-foot long rail car with a truck center distance of 62 

feet, the longitudinal slope of the outer (high) rail with respect to the inner (low) rail is limited 

to 1/744 or a rate of change of one inch per 62 feet in length in order to avoid wheel lift. The 

length of the spiral is based on passenger comfort and operational safety.

Based on AREMA Chapter 5, Section 3.1, the length of spiral for non-tilt trains shall be the 

longest distance as determined from the following three formulae:

1. Ls = 1.63EuV; or Ls = 1.22EuV *

2. Ls= 1.2EaV

3. Ls = 62Ea

*Spiral length Ls = 1.22EuV requires approval in accordance with Section 12

Where: Ea = actual superelevation applied to the curve (in inches)

Eu = unbalanced superelevation (amount of superelevation 

not applied to the curve)

V = design speed (in mph)

In determining the spiral length for DC2RVA corridor curves, cost of construction and space 

constraints must also be considered because of the historic nature of the corridor, adjacent 

wetlands, and real estate costs in the corridor. Longer or extremely long spirals always provide 

a higher level of comfort, and ease on rolling stock, but they may be cost prohibitive to 

construct and maintain. As a result, the most economical approach using the above formulae is 

to determine the spiral length by balancing the actual and unbalanced superelevations based on 

the equilibrium superelevation.
R A I L W A Y

D.C. to Richmond Southeast High Speed Rail 2-12 Basis of Design Report

When the two formulae are balanced (formulae 1 and 2 above), the spiral length determined 

should satisfy the design requirements for either unbalanced or actual superelevation.

After the actual and unbalanced superelevations are balanced, the spiral lengths will be 

established and the longest spiral will be used.

Dc Degree of Curvature

I Total Intersection Angle

Θs Spiral Angle = ( Ls Dc ) / 200

Δ Central Angle of Circular Curve = I - 2 Θs

R Radius of Circular Curve

Tc Tangent Length of Circular Curve = R Tan (Δ/ 2)

Lc Length of Circular Curve = (Δ/ 180 ) R

Ls Length of Spiral

TS Tangent to Spiral

SC Spiral to Curve

CS Curve to Spiral

ST Spiral to Tangent

FIGURE 2-2: CIRCULAR CURVE WITH SPIRAL TRANSITION
R A I L W A Y

D.C. to Richmond Southeast High Speed Rail 2-13 Basis of Design Report

For active tilt passenger train operations, the length of spiral in feet shall be defined by the 

following formula, rounded to the nearest 10 feet, but not less than 100 feet:

Ls = 1.46Vt

Where V is the speed in mph, and t is the time required to tilt (in seconds)

Lengths of spiral transition curves shall be greater than the above absolute minimum length in 

accordance with the greatest length determined from the following:

 CSXT Standard Plan 2511 – Governing criteria

 VRE recommendations for passenger comfort – CSX may allow some longer spiral 

transition curve lengths on a case-by-case basis

 Amtrak recommendations for passenger comfort – CSX may allow some longer 

spiral transition curve lengths on a case-by-case basis

2.7.3.4 Concentric Circular Curves

Circular curves in parallel tracks shall vary the degree of curvature to be concentric and 

transitional spiral lengths to consistently maintain the track center spacing at both the 

approaching and departing tangent.

2.8 VERTICAL GEOMETRY

The profile grade shall represent the elevation of the top of the low rail. Vertical alignment shall 

represent the existing profile grade to the extent attainable.

In areas of curved alignment where profile is given for one track only, the gradients of the 

second track shall be adjusted uniformly to accommodate the differences in lengths throughout 

the curves. Turnouts and switches shall not be placed within a vertical curve.

Limiting design elements for vertical geometry are summarized in Table 2-6.

TABLE 2-6: LIMITING DESIGN ELEMENTS

Design Elements Major Limiting Factors

Vertical Tangent between Vertical Curves

– Passenger comfort

– Turnout locations

Vertical Curve/Grade

(Maximum Rate of Change)

– Passenger comfort

– Vehicle suspension travel

– Slack action and train handling

– Horizontal and vertical tangents
R A I L W A Y

D.C. to Richmond Southeast High Speed Rail 2-14 Basis of Design Report

2.8.1 Grades

Compensated gradients as defined by AREMA will be used to designate grades.

The ruling mainline grade along the corridor is 1 percent based on freight train requirements for 

the mixed use freight/passenger rail operations between Washington, D.C. and Richmond. The 

preferred design gradient for long continuous grade shall match the existing grade. Maximum 

design gradient, with curve compensation at 0.04 percent per degree of curve if applicable, for 

grades up to 2 percent may be implemented for new construction projects with approval in 

accordance with Section 12. 

At station platforms, a level gradient is preferred with a maximum grade of up to 0.5 percent is 

permitted. For yard tracks, where cars are stored, a level gradient is preferred, but a maximum 

non-rolling track gradient of 0.2 percent is permitted. For mainline track, the desired length of 

constant profile grade between vertical curves shall be determined by the following formula 

(but not less than 100 feet):

L = 3V

Where: L = minimum tangent length, feet

V = design speed in the area, mph

2.8.2 Vertical Curvature

All changes in grade shall be connected by a parabolic vertical curve as defined by AREMA 

MRE.

For main line tracks the minimum length of vertical curve shall be determined by the following 

formula:

L =

2 1 

 

( )

 

Where: V = Speed of train in miles per hour

(G2-G1) = Absolute value of the algebraic difference in rates of 

grades (expressed as a decimal)

A = vertical acceleration in ft/sec/sec (ft/sec2)

L = length of vertical curve in feet (rounded up to the next 50 feet)
R A I L W A Y

D.C. to Richmond Southeast High Speed Rail 2-15 Basis of Design Report

The recommended vertical accelerations (A) for passenger and freight trains for both sags and 

summits are as follows:

Train Type Recommended Vertical Acceleration (ft/sec2)

Passenger Train 0.60 (0.02g)

Freight Train 0.10

The longer vertical curve based on the above recommended accelerations shall be used. Under 

no circumstances shall the length of vertical curve be less than 200 feet.

Station platform and special trackwork shall not be located inside vertical curves. End of 

platform and point of switch shall be located at least 100 feet from beginning and end points of 

a vertical curve.

Locating vertical curves on bridges or at-grade crossings should be avoided to the extent 

practical.

In summit areas, locations of all signals shall be checked for visibility.

Complex profiles, such as those with more than three grade changes exceeding 1.0 percent each 

within a distance of 3,000 feet, may cause potential excessive dynamic forces and handling 

issues for long freight trains. In locations where complex profiles might occur the design shall 

be consistent with CSXT standard practices. See Figure 2-3 for vertical curve nomenclature.

When vertical curve is concave downward (summit):

 =

 (EL 2) (EL C EL ) 

 

When vertical curve is concave upward (sag):

 =

 (EL C EL E C) (EL 2) 

 
R A I L W A Y

D.C. to Richmond Southeast High Speed Rail 2-16 Basis of Design Report

BVC Beginning of Vertical Curve

EVC End of Vertical Curve

PVI Point of Intersection for Vertical Curve

S1 Slope of Entering Tangent in Percent

S2 Slope of Departing Tangent in Percent

L Length of Vertical Curve

M Middle Ordinate and Correction of EL on Curve

EL Elevation

FIGURE 2-3: VERTICAL CURVE
R A I L W A Y

D.C. to Richmond Southeast High Speed Rail 2-17 Basis of Design Report

2.9 CLEARANCES

The minimum railroad clearance standards described in CSXT Plans 2604 and 2605 (see 

Appendix A) shall be met or exceeded for all new construction or design and for all temporary 

construction or design. The clearances described in STRACNET shall also be met or exceeded 

for all new or temporary design.

All horizontal clearances shall be measured from center of track to the outermost obstruction.

All vertical clearances shall be measured from top of rail (T/R). At clearance locations where 

superelevation is present, vertical clearances shall be measured from the high rail.

In general, horizontal clearance from the centerline of the nearest track to any obstruction shall 

not be less than 9’-0” in tangent track. Additional distance shall be added to account for 

curvature in accordance with CSXT Clearance Diagrams for plate clearances. Whenever 

possible, clearances should be designed to be 10’ or more depending on site conditions and type 

of obstruction. CSXT Plans 2604 and 2605 shall be used for clearances to platforms and canopies 

adjacent to mixed-use tracks. Amtrak Spec. No. 63 shall be used for clearances to platforms and 

canopies adjacent to tracks for passenger trains only.

In general vertical clearance from a horizontal plane at the top of the high rail to the nearest 

overhead obstruction shall be at least 24’-3” as defined by FRA in a letter dated January 25, 2012 

to the Rail Division NCDOT for locations on the SEHSR corridor funded by FRA. The 24’-3” 

clearance for new structures is to accommodate potential future electrification of the corridor. 

Power lines shall be a minimum of 27’-0” above the plane of the top of rails and the distance 

shall be increased for higher voltages per NESC code.

Clearances to existing tracks may or may not meet these criteria and shall be reported as 

existing. Where prudent and feasible, proposed track designs shall endeavor to meet the criteria 

stated herein. Where imprudent and/or infeasible due to right-of-way, environmental, cost or 

other project constraints, design variances for new structures may be approved on a site specific 

basis in accordance with Section 12.

2.9.1 Bridges

CSXT has minimum requirements for outside parties constructing, rehabilitating, or replacing 

bridges over CSXT’s railroad tracks (see Appendix A). These requirements are intended to 

provide safe and continuous passage of all train traffic during and after construction of bridges 

over its tracks. Part of these requirements is for the outside party to submit a detailed plan of 

the project as well as provide details of the construction methodology. The CSXT Public Projects 

Information Manual provides information on the CSXT requirements for overhead bridges.

Where the horizontal clearance from the centerline of the track to the face of a pier or abutment 

is greater than 25 feet, no crash wall will be required. Where this clearance is 25 feet or less, a 

crash wall shall be required in accordance with AREMA MRE Chapter 8, Part 2, Section 2.1.5 

and with VDOT Volume V, Part 2, File No. 06.06 (see Appendix B).

Both CSXT and the agency or authority having jurisdiction for the structure shall approve the 

structure and clearances.

Structural inspections, bridge evaluations and load ratings are conducted regularly by CSXT, 

VDOT and other bridge owners in accordance with federal and state requirements. Concept 
R A I L W A Y

D.C. to Richmond Southeast High Speed Rail 2-18 Basis of Design Report

development and preliminary engineering for the DC2RVA study shall be based on a review of 

existing inspection reports to be provided by CSXT, VDOT, and other agencies as part of the 

project development process.

2.9.2 Station Platforms

All track clearances at passenger station platforms shall meet or exceed standards described in 

CSXT Plan 2611 (see Appendix A).

2.10 ROADBED SECTION

CSXT criterion shall apply to the Roadbed Section and shall be in accordance with CSXT Plan 

2601 (see Appendix A). Additionally, the following criteria shall apply to the track’s roadbed 

section.

2.10.1 Ballast Depth

For timber and/or concrete ties the ballast depth shall extend not less than 12 inches below 

bottom of tie for the full length of the tie and shoulders.

Ballast material shall be in accordance with CSXT material specifications.

Ballast material shall meet the requirements of CSXT in all track areas and shall be from a CSXT 

approved quarry.

2.10.2 Subballast Depth

Subballast depth shall be a minimum of 6 inches below ballast on mainline tracks and sidings, 

and a minimum of 4 inches below ballast in yards.

Subballast shall conform to AREMA Chapter 1 – Roadway and Ballast; Part 2- Ballast; Section 

2.11 – Subballast specifications for site specific calculation of total/subballast thickness.

2.10.3 Shoulder Width

Ballast shoulder width shall be beyond the end of the tie in accordance with CSXT Plan 2602.

2.11 SPECIAL TRACKWORK

Special trackwork refers to trackwork units that are used for tracks to converge, diverge, or 

cross each other. Special trackwork includes turnouts, crossovers, gauntlets, and track crossings. 

All special trackwork design shall be based on CSXT Standard Drawings or approved vendor 

drawings and shall be manufactured from Head Hardened (HH) Rail.

2.11.1 Turnouts and Crossovers

Turnouts for trackwork shall comply with the standard plans of the CSXT and/or AREMA. All 

turnouts shall be sized either Nos. 10, 15, or 20 using CSXT standard plans in Appendix A. No 

other sizes shall be used unless approved by CSXT, Amtrak, and VRE. Secondary track shall 

utilize No. 10 or No.15 turnouts.
R A I L W A Y

D.C. to Richmond Southeast High Speed Rail 2-19 Basis of Design Report

All new turnouts shall be constructed of new 136-RE CWR and concrete ties, unless turnouts are 

placed in timber tie track on existing mainlines or industrial sidings. All new crossovers shall be 

constructed of new 136-RE CWR and concrete ties. The design intent is to use concrete ties for 

new construction, unless there are specific areas where CSXT would require the use of timber 

ties due to potential existing track, operations or maintenance constraints. The potential 

locations of timber tie areas (if any) will be coordinated with CSXT during the concept 

development process.

Turnouts shall be continuously welded rail except at specific areas indicating a 36 inch whole 

joint bar bonded insulated which shall be a poly-insulated type.

Switch points, stock rails, closure rails, guard rails, and frog wing rails and all associated 

components shall be fabricated from new, high strength (head hardened) rail.

The following is a brief description of the various nomenclatures used to describe special 

trackwork:

 Turnouts are used for tracks to diverge or converge from one track to another track. 

Turnouts have different types and sizes (numbers). A turnout unit consists of a 

switch, a frog, and straight and curve stock rails, straight and curve closure rails, 

guard rails, plus a means to throw the switch and secure it.

 Frog is the portion of a turnout or track crossing where wheels cross from one track 

to another track. Typical types of frogs that will be used on the DC2RVA project are:

– Railbound Manganese (RBM), used on lower speed turnouts.

– Spring Frog (SRP), preferred where divergent moves are significantly lower in 

number than straight moves. Also provides improved ride comfort.

– Pseudo Tangential (TAN), may be used for higher speed turnouts.

 Crossovers are installed between two tracks for trains to move from one track to 

another adjacent track. A single crossover unit consists of two turnouts. 

 Universal crossover unit consists of two continuous single crossovers installed in 

opposite directions.

 Turnout size or number is the number corresponding to the frog number of the 

turnout. The frog number is equal to the cotangent of the frog angle. 

The following information is required for the design of turnouts:

– Turnout number

– Stationing at the point of switch (PS) of the turnout

– Stationing at the point of frog (PF) of the turnout

– Stationing at the point of intersection of turnout (PITO)

2.11.2 Speeds through Turnouts and Crossovers

Passenger train design speeds for turnouts and crossovers are governed by CSXT operating 

rules including CSXT signal aspects. Freight design speeds are for maximum of two inches of 

unbalanced superelevation. Refer to CSXT Common Standards for information on 

superelevation.
R A I L W A Y

D.C. to Richmond Southeast High Speed Rail 2-20 Basis of Design Report

Based on AREMA criteria and CSXT MWI 601-01, the maximum authorized speeds (MAS) 

through turnouts and crossovers for passenger and freight trains are shown in Table 2-7.

TABLE 2-7: TURNOUT DIVERGING SPEEDS

Turnout Data

Switch Length & 

Type Passenger (mph) Freight (mph)

#10 16’-6” Straight 15 15

#15 26’-0” Curved 30 30

#20 39’-0” Curved 45 45

2.11.3 Standard Turnouts and Crossovers

Turnouts and crossovers shall be located to allow suitable placement of switch machines 

and/or switch stands to meet the requirements of CSXT Plan 2603, with consideration of the 

placement and visibility of control signals, and with easy access for operation and maintenance. 

Turnouts and crossovers shall be located on tangent tracks and shall meet the following 

requirements:

 100 feet minimum from point of switch (PS) to horizontal or vertical curves

 Less than 100 feet from horizontal or vertical curves with approval in accordance 

with Section 12

 100 feet minimum from PS to the edge of road crossings (including sidewalks)

 50 feet minimum from PS to Insulated Joint

 50 feet minimum from PS to opposing point of switch

 Crossovers shall be located in parallel tracks only

 Standard crossovers shall be on minimum of 15-feet track centers

2.11.4 Non-Standard Turnouts and Crossovers

Design of non-standard turnouts and crossovers, such as equilateral turnouts, shall require 

approval in accordance with Section 12 including:

 Crossovers in non-parallel tracks

 Crossovers with track center more than 25 feet

 Turnouts in curves

 Switches for gauntlet tracks or special trackwork near station platforms

2.11.5 Frogs

Frogs for turnouts used in high-speed diverging moves shall be designed in accordance with 

CSXT Maintenance of Way Regulations and Instructions Section 2400 Standard Frog Drawings.
R A I L W A Y

D.C. to Richmond Southeast High Speed Rail 2-21 Basis of Design Report

2.11.6 Derails

Derails are mechanical and/or electrical safety devices intentionally used to derail or divert 

uncontrolled movement of train, rail vehicles, or on-track equipment away from adjacent or 

connecting tracks without fouling the tracks. See CSXT Plan 2216 for layout and details and 

CSXT MWI 602-01 for the policy governing the installation and maintenance of derails. The 

design of split-point derails and electric locks on all non-interlocked or non-signalized tracks 

connecting to the mainline for FRA-funded passenger projects shall also comply with the 

requirements and policies of the FRA Office of Railroad Policy and Development.

The designer shall closely coordinate with the signal designer for design and layout 

requirements. Derails shall be installed on the downgrade end of yard and secondary track that 

is normally used for storage of unattended vehicles, if this track is directly connected to the 

main track, and if its prevailing grade is descending toward the main track. With approval in 

accordance with Section 12, derails may be used at other track locations where cars are moved 

or locomotives are stored to prevent or minimize injury to passengers and personnel, and/or 

damage to equipment.

Derails shall be located so that they derail equipment in a direction away from the main track. 

Derails shall be located beyond the clearance points of converging tracks. Double point split 

switch derails are installed at locations as required by CSXT including locations where 

operating locomotives are stored and where cars are moved or switched by non-railroad 

personnel.

Derails are connected to the signal system to indicate when they are lined for train movement.

Detailed design of derails and electric locks will be prepared by CSXT as part of the signals and 

communication design. The preliminary plans prepared by the DC2RVA Project Team will 

include a note or symbol at each non-signalized turnout intersecting the mainline on the plans 

identifying the placement of the devices.

2.11.7 Industry Access

Turnouts to maintain connections to industrial sidings and leads shall be designed using the 

CSXT Standard Specifications for the Design and Construction of Private Sidetracks as issued 

June 1, 2007.

2.12 TRACK GAUGE

The standard track gauge shall be 4 feet 81⁄2 inches. Track gauge shall be measured between the 

gauge sides of the heads of rails at a distance of 5/8 inch below the top of rails.

Gauges for special trackwork shall be as recommended in the AREMA portfolio of trackwork 

plans except as modified to reflect the physical and operational characteristics of the system as 

approved by CSXT.

2.13 RAIL

The standard rail section shall be new 136 RE Continuous Welded Rail (CWR), meeting 

AREMA material requirements on mainline tracks as modified and approved by CSXT. 

Premium new 136 RE CWR shall be required in curves with a degree of curve greater than 4° 
R A I L W A Y

D.C. to Richmond Southeast High Speed Rail 2-22 Basis of Design Report

00’ 00”. Premium rail is defined in CSXT MWI 505-01 as having a minimum 352 BHN and an 

average 363 BHN Head Hardened or Fully Heat Treated specification.

2.14 RAIL ANCHORING

In conventional ballasted track construction, where timber ties, tie plates and track spikes are 

used, rail anchors shall be applied. Details shall be in accordance with CSXT MWI 703-06.

2.15 TIE PLATES

Tie plates for timber ties with track spikes or resilient fasteners (as designated by CSXT) shall be 

a dimension as designated in CSXT Plan 2516. In the case of resilient fasteners, it must be of a 

type approved for use with resilient fasteners by the resilient fastener manufacturer.

2.16 TIES

2.16.1 Concrete Ties

Where specified by CSXT, track construction shall utilize concrete ties for regular track and for 

turnouts. All construction of new mainline track and new crossovers shall use concrete ties. The 

following criteria shall apply for concrete ties:

 Concrete ties shall be spaced at 20 inches, center to center. 

 Concrete ties shall be of the type as specified by CSXT and shall conform to the CSXT

material specifications.

2.16.2 Timber Ties

Where specified by CSXT, track construction shall utilize timber ties for regular track and 

turnouts. The following criteria shall apply for timber ties: 

Length: 8.5 feet

Height: 7 inches

Width: 9 inches

Timber ties shall be in accordance with CSXT MWI 401-02.

Timber tie spacing shall be a maximum of 20 inches and a minimum of 18 inches, center to 

center.

2.17 SIGNALS AND COMMUNICATIONS

DRPT will contract directly with CSXT and its exclusive signal and communication (S&C) 

systems designer to develop all conceptual and preliminary S&C designs, including associated 

cost estimates and schedules. This separate contract will run concurrently and share a similar 

timeline with the DC2RVA consultant team contract and work efforts. The consultant team will 
R A I L W A Y

D.C. to Richmond Southeast High Speed Rail 2-23 Basis of Design Report

incorporate the S&C design information into the DC2RVA project as appropriate and will 

coordinate directly with CSXT, the CSXT S&C representative, and DRPT throughout the study. 

A separate document for the design standards for concept and preliminary design of the S&C 

shall be submitted to DRPT by CSXT for subsequent review and approval by the FRA prior to 

design of the systems. FRA shall also approve the signal system route, aspect charts, and signal 

design speeds.
D.C. to Richmond Southeast High Speed Rail 3-1 Basis of Design Report

HIGHWAY

Roadway design shall be provided in accordance with VDOT standards, including the 2007 

Road and Bridge Specifications, 2008 Road and Bridge Standards, 2009 MUTCD, 2011 Virginia 

Supplement to the MUTCD, 2011 Virginia Work Area Protection Manual, and the 2011 AASHTO 

Policy on Geometric Design of Highways and Streets (commonly referred to as the AASHTO “Green 

Book”).

3.1 DEFINITIONS

All definitions used in this Roadway Design Criteria document are in accordance with those 

used in AASHTO and VDOT references. 

3.2 SAFETY

The design should always attempt to provide for the highest degree of safety and best level of 

service that is economically feasible. The “minimum” roadway design criteria shown in the 

tables should only be used when overriding economic or environmental considerations so 

dictate.

All operations which cross through, over or under a rail corridor must be reviewed and 

approved by the host railroad. The elements of design must be cognizant of items that impact 

safety of rail operations, safety for the traveling public, and the safety of those who live in 

adjoining communities. 

3.3 CRITERIA

3.3.1 Roadway Standards

For the design of roadway elements for the project, the designers shall utilize the AASHTO 

Policy on Geometric Design of Highways and Streets, 6th Edition, 2011, commonly referred to as the 

“Green Book, as long as there are no local standards which exceed the “Green Book” standards. 

If county or city standards are more stringent, then those design criteria shall be incorporated 

into the design. 

The Virginia DOT Road Design Manual, available at the following location: 

http://virginiadot.org/business/locdes/rdmanual-index.asp shall be utilized in conjunction 

with the “Green Book.” “Appendix A -Section A-1-Geometric Design Standards” of the Virginia 

DOT Road Design Manual has specific details and requirements for the design elements to be 

utilized for the various classifications of facilities to be encountered along the length of the 

project. 

3
H I G H W A Y

D.C. to Richmond Southeast High Speed Rail 3-2 Basis of Design Report

The geometric design standards established in AASHTO for various elements of the roadway 

design and indicated in the text and tables within the “Green Book” and the noted appendix 

provide the minimum geometric standards. 

3.3.2 Resurfacing, Restoration & Rehabilitation

Guidelines for resurfacing, restoration, and rehabilitation (RRR) projects located in Appendix A, 

Section A-4 of the Virginia DOT Road Design Manual are not applicable for this project. 

3.3.3 Quality Control

Application of the criteria provided in the geometric design standard tables should be reviewed 

to determine the design’s impact on the roadway system and sound engineering judgment 

utilized in the selection of design elements. The design shall consider economic, environmental 

and social factors involved in the design. 

3.3.4 Design Content

Designs and plans shall be completed to the preliminary stage in accordance with the Quality 

Control Checklist for Roadway Design – Form LD-436. At minimum, the checklist items and 

those noted below will be included on the drawings: 

 Street Improvement Plans (layouts illustrating curb lines, median layout, limits of 

pavement work, proposed locations for joining existing improvements, street 

widths, and centerline profile)

 Typical Sections (typical sections only) 

 Pavement Alternatives (Coordinated with VDOT)

 Traffic signing, lighting and striping

 Horizontal alignments

 Vertical profiles

 Major cross-drainage structures

 Major retaining walls

 Right-of-way

 Access management

 Utility conflicts/relocations

Cross-sections shall be provided at 100 feet for stations and at critical locations if necessary.

3.3.5 Alternative Designs

Avoidance alternatives shall be developed to minimize overall project impacts along the 

corridor. 

For segments of the design which have multiple alternatives, the design team shall coordinate 

with the owner to develop a comparison matrix and weighting system to be utilized in 
H I G H W A Y

D.C. to Richmond Southeast High Speed Rail 3-3 Basis of Design Report

quantifying right-of-way (ROW) impacts/relocations, earthwork, environmental impacts, and 

structures (bridges and major drainage).

Due to the nature of the comparison items, the weighting will likely vary along segments of the 

multiple alternatives – i.e., a section through historic Richmond would have a different ROW 

weighting than one through farmland. The limits of the weighting and the values for the 

segments shall be clearly marked and be logical in their context so that the rankings generated 

are valid.

3.3.6 Pedestrians/Bike Paths/Trails

Public or private parallel at-grade paths/trails are not permitted on active CSXT right-of-way in 

accordance with CSXT Public Project Information dated August 10, 2012. Bicycle/pedestrian 

paths/trails crossing the corridor shall be grade-separated. At-grade roadway crossings with 

sidewalks that serve as bicycle/pedestrian paths/trails shall be evaluated for potential grade 

separations on a case-by-case basis.

The geometric design standards established in the Virginia Department of Transportation Road 

Design Manual and the AASHTO Guide for the Development of Bicycle Facilities 4th Edition (2012) 

will determine the minimum standards to be utilized in the development of these items. If 

county or city standards are more stringent, then those design criteria shall be incorporated into 

the design. 

For trails parallel to the rail corridor, the designs shall provide for the safest facility possible. 

Figures 3-1 and 3-2 dictate the minimum offsets allowed for the incorporation of these elements 

into the final design. These figures were taken from Appendix A of the Road Design Manual 

and the designer shall utilize the most up to date version acceptable to CSXT (the host railroad). 

Physical barriers referenced in Figure 3-2 include fences, walls, solid barriers, or any other type 

of barriers restricting public access to active rail lines. All physical barriers shall be located 

outside of CSXT right-of-way unless specifically approved otherwise by CSXT on a case-by-case 

basis.
H I G H W A Y

D.C. to Richmond Southeast High Speed Rail 3-4 Basis of Design Report

FIGURE 3-1: RAILS-WITH-TRAILS MINIMAL SEPARATION DISTANCE
H I G H W A Y

D.C. to Richmond Southeast High Speed Rail 3-5 Basis of Design Report

FIGURE 3-2: RECOMMENDED SEPARATION BETWEEN ACTIVE RAIL LINES AND PATHS
D.C. to Richmond Southeast High Speed Rail 4-1 Basis of Design Report

DRAINAGE, HYDROLOGY, AND HYDRAULICS

Hydrologic and hydraulic analysis of floodways shall be performed using computer modeling 

software in accordance with the requirements of FEMA. Designs impacting FEMA or LocalityMapped streams shall be in accordance with 44 CFR 60.3(c)(10), unless state or local 

jurisdictions have a more stringent floodplain management criteria. In addition, impacts to 

streams that are not mapped by FEMA or the locality shall be limited to a 1.0 foot increase in the 

100-year flood elevation, unless a potentially insurable structure is impacted. Then, no increase 

shall be allowed.

Drainage structures that are larger than 6 feet by 6 feet box culverts or 6 feet diameter pipe 

culverts are considered major drainage structures and will be analyzed and sized during the 

preliminary engineering plan development. Drainage structures that are smaller than 6 feet by 6 

feet box culverts or 6 feet diameter pipe culverts are considered minor structures and shall be 

shown as pipe and culvert extensions on the preliminary engineering plans.

To the extent applicable, drainage, hydrology and hydraulic design for railroad features of the 

DC2RVA project shall conform to the land disturbance and discharge requirements for “linear 

projects” as defined in the Virginia Code and as administered by the Virginia Department of 

Environmental Quality (DEQ). The project development shall conform to the specific 

requirements for railroad projects (Virginia Code 62.1-44.15:31) in which the host railroad 

(CSXT) annually submits a set of standards and specifications for DEQ approval that describes 

how land disturbing activities are conducted, including regulations governing Virginia 

Stormwater Management Program (VSMP) Permit for Discharges of Stormwater from 

Construction Activities and the Erosion and Sediment Control Law and associated regulations. 

Railroad features for the DC2RVA project will be developed in accordance with the CSXT 

standards and specifications as approved by DEQ effective December 2014.

It is noted that the Class I railroads are regulated by the Surface Transportation Board (STB), not 

by local or state governments, and that the federal preemption provisions contained in 49 USC 

10501(b) shields railroad operations and facilities from the application of most state and local 

laws. Preemptive rights, however, do not exempt railroads from certain federal environmental 

statutes. Rail projects that utilize federal funds must be in compliance with appropriate 

National Environmental Policy Act (NEPA) requirements as administered by FRA, FHWA, or 

FTA for commuter projects.

Drainage, hydrology and hydraulic design for railroad ditches shall be designed in accordance 

with CSXT standards and specifications and/or AREMA MRE. Dimensions of railroad ditches 

will vary based on local conditions and may differ from the typical dimensions shown in Figure 

2-1. CSXT Design & Construction Standard Specifications – Pipeline Occupancies and CSXT 

Standard Specifications for the Design and Construction of Private Sidetracks provide 

requirements for design and construction of drainage facilities in CSXT right-of-way. Culverts 

4
D R A I N A G E , H Y D R O L O G Y , A N D H Y D R A U L I C S

D.C. to Richmond Southeast High Speed Rail 4-2 Basis of Design Report

under railroad embankments shall be adequately sized to carry the drainage without ponding 

water against the roadbed based on the 100-year storm event.

Drainage, hydrology, and hydraulic design for roadways shall conform to the requirements of 

the 2002 VDOT Drainage Manual with revisions effective July 2014. Requirements for major 

drainage structures or bridged waterways shall be identified. Drainage facilities that may 

impact the required right-of-way shall be identified.

Drainage, hydrology, and hydraulic design for the preliminary engineering phase of the 

DC2RVA project shall be developed to a level sufficient to evaluate the impacts of potential 

stormwater management requirements, assess potential space requirements (ROW), and 

provide their associated costs in the project cost estimate. Detailed final design and permitting 

would be performed in the future for each project segment prior to construction.
D.C. to Richmond Southeast High Speed Rail 5-1 Basis of Design Report

BRIDGES AND STRUCTURES

Structure requirements for overhead bridges, grade separations, under-grades (bridges), major 

drainage, and waterway crossings shall be consistent with current CSXT Criteria for Overhead 

Bridges, CSXT Criteria for Ballast Deck Railroad Bridges, and AREMA criteria. As a minimum, 

under-grades (bridges) shall be designed to provide two feet of freeboard for the 50-year storm 

event and to remain below the bottom of the ballast during the 100-year storm event.

Overhead bridges for roadways and paths/trails will be developed in accordance with VDOT’s 

2008 Road and Bridge Standards and requirements of the AASHTO LRFD Bridge Design 

Specifications, 6th Edition, 2012 (with 2013 Interim Specifications and VDOT Modifications).

Where the horizontal clearance from the centerline of the track to the face of a pier or abutment 

is greater than 25 feet, no crash wall will be required. Where this clearance is 25 feet or less, a 

crash wall shall be required in accordance with AREMA MRE Chapter 8, Part 2, Section 2.1.5 

and with VDOT Volume V, Part 2, File No. 06.06 (see Appendix B).

Structural Inspections, bridge evaluations and load ratings are conducted regularly by CSXT, 

VDOT, and other bridge owners in accordance with federal and state requirements. Concept 

development and preliminary engineering for the DC2RVA study shall be based on a review of 

existing inspection reports to be provided by CSXT, VDOT, and other agencies as part of the 

project development process.

5
D.C. to Richmond Southeast High Speed Rail 6-1 Basis of Design Report

AT-GRADE CROSSINGS

All at-grade crossings shall be evaluated using the Risk Model from the FRA. A highway-rail 

engineering analysis shall be performed to assess the applicability of existing at-grade crossing 

protection for higher train speeds and increased train traffic.

Public at-grade crossings shall be consolidated to the maximum extent possible and may 

include grade separations where feasible to eliminate at-grade crossings. Crossings shall be 

evaluated to determine if an individual crossing may be closed to roadway traffic in conjunction 

with improvements to alternate adjacent crossings. Improvements may include roadway 

infrastructure, traffic signals, grade separations and crossing safety improvements and as a 

minimum shall be designed based on CSXT and VDOT at-grade crossing standards. At-grade 

roadway crossings with sidewalks shall be evaluated for grade separations on a case-by-case 

basis.

Crossing recommendations, public or private, will be determined on site-specific conditions. All 

publically accessible at-grade crossings, public or private, shall have train activated warning 

systems. Constant warning time AFO circuits are preferred. All crossing recommendations will 

require approval from CSXT, FRA, DRPT, and VDOT (and/or the local authority having 

jurisdiction for the road).

6
D.C. to Richmond Southeast High Speed Rail 7-1 Basis of Design Report

RIGHT-OF-WAY

Existing right-of-way shall be established using CSXT Val Maps and readily available assessor 

maps or tax maps.

Right-of-way impacts shall be identified using the proposed grading footprints of the railroad 

and roadways. Permanent and temporary easements shall be estimated using drainage and 

structure concept footprints. Temporary easements required for construction and/or 

maintenance access shall be indicated as well.

Sections along the corridor shall be classified as rural, suburban or urban based on the density 

and type of development. Impacted properties shall be identified as business, residential, 

commercial or industrial based on the types of structures and occupancy with the total area of 

the property, the impacted area of the property, and the residual area of the property tabulated.

Proposed right-of-way, including the use of off-corridor right-of-way where feasible, shall be 

considered on a case-by-case basis where needed for:

 Additional tracks

 Bridges

 Culverts

 Permanent slopes

 Relocated highways

 Private property access due to grade separations, crossing closures, or other access 

impacts

 Corridor access

7
D.C. to Richmond Southeast High Speed Rail 8-1 Basis of Design Report

STATIONS

The stations design criteria in this section provides a discussion of improved guidelines, 

practices, procedures, and policies that reflect current regulations, proven and accepted 

technological developments, and best available rail industry design practices. These station 

design criteria provide the minimum requirements for the design and planning of new or 

rehabilitated stations. 

DRPT intends to apply the recommended station design criteria when new stations or major 

improvements are proposed. Station designs shall provide a safe and enjoyable transit 

experience that promotes ridership growth, integrates with other travel modes and public 

transportation systems for the convenience of the passengers, and encourages economic 

development opportunities in adjacent areas. 

The design of a train station is typically site specific and reflects the surrounding community. 

However, the functionality of stations must be practical and consistent in order to effectively 

serve a range of potential users as well as safely address corridor and operational 

considerations. 

Existing passenger stations within the Washington, D.C. to Richmond Southeast High Speed 

Rail (DC2RVA) corridor are served by Amtrak and/or VRE as shown below:

 Union Station, Washington, D.C. – Amtrak/VRE (for ridership/revenue only)

 L’Enfant Station – VRE (north of project area limits)Crystal City Station – VRE

 Alexandria Station – Amtrak/VRE

 Franconia/Springfield Station – VRE

 Lorton Auto Train Station - Amtrak

 Lorton Station – VRE

 Woodbridge Station – Amtrak/VRE

 Rippon Station – VRE

 Potomac Shores Station – VRE (scheduled to open in 2017)

 Quantico Station – Amtrak/VRE

 Brooke Station – VRE

 Leeland Road Station – VRE

 Fredericksburg Station – Amtrak/VRE

 Spotsylvania Station – VRE (scheduled to open in 2015)

8
S T A T I O N S

D.C. to Richmond Southeast High Speed Rail 8-2 Basis of Design Report

 Ashland Station – Amtrak

 Staples Mill Road Station, Richmond – Amtrak

 Main Street Station, Richmond – Amtrak

Key design considerations and criteria are summarized in the following subsections.

8.1 STANDARDS, CODES AND GUIDELINES

Stations and station infrastructure shall be programmed using FRA Station Area Planning for 

High-Speed and Intercity Passenger Rail Guidelines (June 2011), FRA Railroad Corridor 

Transportation Plans Guidelines (July 2005), Amtrak Station Program and Planning Guidelines

(May 2013), and VRE Station Design Guidelines (November 2002, as amended prior to 

November 1, 2014).

All components of the station shall conform to the requirements of the Americans with 

Disabilities Act (ADA).

Passenger platform clearances shall conform to the applicable requirements of CSXT Plans 2604 

and 2611.

Station design shall comply with:

 National Fire and Life Safety Code

 Virginia Fire and Life Safety Code

 Virginia Building Code

Station architecture, layout, parking, landscaping, and streetscape shall be designed to meet 

applicable county, city, district, or neighborhood guidelines and requirements. 

For shared Amtrak/VRE passenger station situations the design intent is to meet the applicable 

criteria of both Amtrak and VRE, but in the event of potential conflicts between the criteria, the 

federal Amtrak criteria will control unless an alternate criteria has been established and 

approved by the affected project stakeholders.

Intermodal connections at stations served by WMATA, PRTC, and NVTC shall be designed in 

accordance with the transit agency’s guidelines. Where those guidelines conflict with Amtrak 

and or VRE criteria, Amtrak criteria will control followed by VRE criteria.

8.2 PASSENGER CAR TYPES

The DC2RVA corridor currently operates with equipment types that are a result of the mixed 

operations that are shared with VRE and Amtrak operating on CSXT freight railroad property 

and infrastructure. Typical passenger cars consist of either a bi-level design, with a low-level 

entry floor height, or a single-level design, with a high-level entry floor height. Both single level 

and bi-level equipment are currently used within the corridor and will continue to be used into 

the future.
S T A T I O N S

D.C. to Richmond Southeast High Speed Rail 8-3 Basis of Design Report

Important characteristics include:

 VRE bi-level equipment works well on shared passenger/freight routes where 

freight trains have clearance requirements limiting platform heights to 8 inches 

above top of rail (ATR).

 Bi-level equipment has approximately 50 percent more capacity for the same train 

length than high floor equipment, but may present ADA access challenges due to the 

equipment having three internal steps. This equipment will accommodate ADA 

level-boarding requirements using on-board mechanical lifts in each doorway.

 Bi-level equipment has one set of doors in the center of each side on the lower level 

of each car.

 Single level high floor equipment has a nominal floor height of 48 inches ATR and is 

primarily used on the east coast where tunnels limit vehicle heights.

 Single level equipment has two sets of doors per side located at the ends of the car 

with steps at each exit door that may be used to serve low level platforms. However, 

this equipment may present ADA access challenges due to the need for platformbased portable lifts.

Figure 8-1 shows examples of typical Amtrak passenger cars that operate at various locations in 

the U.S. rail system, including some passenger car types that do not operate within the 

DC2RVA corridor.
S T A T I O N S

D.C. to Richmond Southeast High Speed Rail 8-4 Basis of Design Report

Source: Amtrak Station Program and Planning Guidelines

FIGURE 8-1: TYPICAL AMTRAK PASSENGER CARS

8.3 LOCOMOTIVE TYPES

Locomotive types provide important considerations in the design of platforms in that the 

overall platform length must consider access to the locomotive cab from the platform where 

crew changes are scheduled to take place. Typical locomotives currently operating in the 

DC2RVA corridor include P-42 diesel-electric locomotives operated by Amtrak and MP36-3C 

diesel electric locomotives operated by VRE. Figure 8-2 shows some typical Amtrak 

locomotives, including some locomotive types that do not operate within the DC2RVA corridor.
S T A T I O N S

D.C. to Richmond Southeast High Speed Rail 8-5 Basis of Design Report

Source: Amtrak Station Program and Planning Guidelines

FIGURE 8-2: TYPICAL AMTRAK LOCOMOTIVES

Tables 8-1 and 8-2 show Amtrak and VRE consist and equipment data.

TABLE 8-1: AMTRAK AND VRE TRAIN DATA

Train Cars Locomotives

Length

(w/o locomotive)

Length

(w/ locomotive)

Amtrak Standard Northeast 

Regional 8 1 682 ft., 8 in. 751 ft., 8 in.

Amtrak Shortened Northeast 

Regional (1 RVR set) 7 1

597 ft., 4 in. 666 ft., 3 in.

Amtrak Weekend Northeast 

Regional (Lynchburg) 9 1

768 ft. 0 in. 837 ft., 0 in.

Amtrak Holiday Northeast 

Regional 9/10 1/1

768 ft., 0 in./

853 ft., 4 in.

837 ft., 0 in./

922 ft., 4 in.

Amtrak Overnight BOS-NPN 

Regional (Nos. 66/67) 6 1

511 ft., 8 in. 580 ft. 8 in.

Amtrak Standard Carolinian 7 1 597 ft., 0 in. 666 ft., 0 in.

Amtrak Standard Palmetto 7 1 597 ft., 0 in. 666 ft., 0 in.

Amtrak Holiday Palmetto 8 1 682 ft., 4 in. 751 ft., 4 in.
S T A T I O N S

D.C. to Richmond Southeast High Speed Rail 8-6 Basis of Design Report

TABLE 8-1: AMTRAK AND VRE TRAIN DATA

Train Cars Locomotives

Length

(w/o locomotive)

Length

(w/ locomotive)

Amtrak Standard Silver Meteor 10 2 852 ft., 8 in. 990 ft., 8 in.

Amtrak Holiday Silver Meteor 11 2 938 ft., 0 in. 1,076 ft., 0 in.

Amtrak Standard Silver Star 9 2 767 ft., 4 in. 905 ft., 4 in.

Amtrak Holiday Silver Star 11 2 938 ft., 0 in. 1,076 ft., 0 in.

Amtrak Standard Crescent 9 2 767 ft., 4 in. 905 ft., 4 in.

Amtrak Holiday Crescent 10 2 852 ft., 8 in. 990 ft., 8 in.

Amtrak Cardinal 6 1 511 ft., 8 in. 580 ft., 8 in.

Amtrak Standard Auto Train 

(avg.) 40 2

3,520 ft., 0 in. 3,658 ft., 0 in.

Amtrak Peak/Holiday Auto Train 50 2 4,420 ft., 0 in. 4,558 ft., 0 in.

Current minimum VRE consist 4 1 340 ft. 0 in. 410 ft., 0 in.

Current maximum VRE consist 8 1 680 ft., 0 in. 750 ft., 0 in.

Proposed maximum VRE consist 10 1 850 ft., 0 in. 920 ft., 0 in.

TABLE 8-2: AMTRAK AND VRE EQUIPMENT DATA

Equipment Type Builder Date Length over coupler

Amtrak P42 diesel locomotive 

(4,250 hp/110 mph)

GE 1996 - 2001 69 feet, 0 inches

Amtrak P40 diesel locomotive 

(4,000 hp/100 mph)

GE 1993 69 feet, 0 inches

Amtrak Heritage baggage car Varies 1950 - 1961 85 feet, 0 inches

Amtrak Heritage dining car Varies 1950 - 1961 85 feet, 0 inches

Amtrak Amfleet I Capstone coach Budd 1975 - 1977 85 feet, 4 inches

Amtrak Amfleet I Capstone Business 

class

Budd 1979 - 1977 85 feet, 4 inches

Amtrak Amfleet I all-table dinette Budd 1975 - 1977 85 feet, 4 inches

Amtrak Amfleet I club-dinette Budd 1975 - 1977 85 feet, 4 inches

Amtrak Amfleet II coach Budd 1981 - 1983 85 feet, 4 inches

Amtrak Amfleet II diner-lounge Budd 1981 - 1983 85 feet, 4 inches
S T A T I O N S

D.C. to Richmond Southeast High Speed Rail 8-7 Basis of Design Report

TABLE 8-2: AMTRAK AND VRE EQUIPMENT DATA

Equipment Type Builder Date Length over coupler

Amtrak Viewliner sleeping car MK/Amerail 1995 - 1996 85 feet, 4 inches

Amtrak Viewliner dining car MK/Amerail 1996

Amtrak Viewliner II car 

(baggage, sleeper, diner)

CAF 2014 - 2015 85 feet, 4 inches

Amtrak Superliner I Sightseer lounge 

car

Pullman-Standard 1979 - 1981 85 feet, 0 inches

Amtrak Superliner II coach Bombardier 1993 - 1996 85 feet, 0 inches

Amtrak Superliner II sleeping car Bombardier 1993 - 1996 85 feet, 0 inches

Amtrak Superliner II deluxe sleeping car Bombardier 1993 - 1996 85 feet, 0 inches

Amtrak Superliner II transition dorm Bombardier 1993 - 1996 85 feet, 0 inches

Amtrak Superliner II diner Bombardier 1993 - 1996 85 feet, 0 inches

Amtrak Aluminum Vehicle Carrier FreightCar America 2005 90 feet, 0 inches

VRE MP36PH-3C diesel locomotive 

(3,600 hp) MotivePower 2010 - 2012 70 feet, 0 inches

VRE Gallery IV bilevel car Nippon Sharyo

2006 - 2009

2014 - present

85 feet, 0 inches

At present, all train service, both passenger and freight in the Washington to Richmond 

corridor, is powered by diesel locomotives. Amtrak passenger service is electrified north of 

Washington to New York City and beyond to Boston. Amtrak Northeast Corridor (NEC) 

passenger trains now originating in Newport News, Norfolk, and Richmond must change 

engines in Washington, a time consuming process, in order to proceed northward on the 

corridor since diesel service is not permissible into and through New York City. This is due to 

the long tunnels and confined underground station spaces in New York that cannot 

accommodate diesel powered engines and the exhaust they produce. FRA has affirmed that the 

Southeast High Speed Rail Corridor (SEHSR) development will include provisions as to not

preclude the possibility of future electrification in a letter to the North Carolina Department of 

Transportation dated January 25, 2012.

Previously completed studies in the DC2RVA mixed freight/passenger corridor have 

documented serious operational, liability, and maintenance concerns by CSXT for potential 

electrification. The railroad would probably never utilize the electrical power for their freight 

trains, but they would be required to make substantial changes to the way they operate and 

maintain the rail line. The supports for the overhead power lines would impact the right-of-way 

and clearances for maintenance. The vertical clearance of almost all highway grade separation 

bridges in the corridor would need to be raised significantly to meet electrification 

requirements. There would also be a new safety risk associated with the electrical power system 

with personnel entering the right-of-way. 
S T A T I O N S

D.C. to Richmond Southeast High Speed Rail 8-8 Basis of Design Report

The Southeast High Speed Rail Corridor between Washington, D.C. and Charlotte, NC, which 

includes the Washington to Richmond Corridor, does not propose electrification. The 

Alternatives Analysis and Tier I Environmental Impact Statement that have been completed for 

SEHSR recommend the use of modern diesel locomotives which are capable of operating at 

speeds well in excess of the maximum allowable speed of 90 mph proposed in this study. 

Further, the level of service provided and the number of passengers served in this corridor did 

not justify the huge expense of installing an overhead catenary electric power system.

For the DC2RVA project, the concept and preliminary engineering will be based on the use of 

diesel powered locomotives. The proposed design would not prevent the potential future 

electrification of the corridor.

8.4 PLATFORMS

8.4.1 Platform Configuration

Stations shall be designed in accordance with Section 8.1 with side platforms located opposite 

one another on the outside of the tracks or with center island platforms based on site-specific 

conditions and operational considerations. All stations shall be accessible. However, flag stops 

(if any exist in the corridor) are exempt (to be defined by Amtrak).

In designing the station platforms, consideration shall be given to future track additions; future 

platform extensions for longer train consists; future designs for lighting, security, PID’s, 

signage, utilities, and amenities; and, future level-boarding requirements. In multi-track 

territory, all tracks shall have direct access to a platform. Future designs items required for the 

function and operation of the platform shall be included in the preliminary engineering 

opinions of probable construction costs, where possible.

Minimum platform widths using Amtrak Station Program and Planning Guidelines are as 

follows:

Side Platforms: Preferred = 15 feet; Absolute = 12 feet

Center Island Platforms: Preferred = 24 feet; Absolute = 20 feet

Site-specific constraints may require a reduction below these minimum platform widths in 

accordance with Section 12 on a case-by-case basis.

For side platform configurations, the minimum allowable track centers are 18 feet to allow for 

inter-track fence between the tracks to prevent pedestrians from crossing between platforms at 

grade. For center island platforms fencing should be considered in areas where pedestrians may 

cross the tracks to access the platform. Fence design shall adhere to CSXT clearance 

requirements from CSXT Plan 2611 and Amtrak Standard Track Plan AM 70050.

Platform widths should consider space required for canopies, baggage handling/carts, and 

overhead crossing or under-grade structures. The center platform width allows the minimum 

required width for an overhead crossing tower with its stairs and elevator. To the extent 

practical platforms should be clear of any obstructions and provide for access by baggage and 

service vehicles. 
S T A T I O N S

D.C. to Richmond Southeast High Speed Rail 8-9 Basis of Design Report

All side platforms should slope away from the track a minimum of 1 percent and no more than 

2 percent in accordance with ADA Standards Chapter 4, Section 403, Article 403.3. At center 

island platforms, the slope shall be to the centerline of the platform with area drains for 

discharge to the municipal storm drain system. The entire station site and contiguous railroad 

right-of-way shall be properly drained. 

Low level side or center island platforms shall be at an elevation 8 inches above the top of the 

adjacent rail. The platform edge shall be 5 feet 1 inch from the centerline of track. Platforms 

shall have a solid surface on a firm foundation.

Preferred minimum platform lengths are:

Amtrak Regional and VRE Trains: 850 feet

Amtrak Long Distance Trains: 1,200 feet

Preliminary engineering plans shall indicate typical full length passenger train at the platform, 

platform gap at each boarding location, taper of platform approaching a curve, and the 

maximum lateral deflection of a typical passenger railcar at the midpoint and both ends of a 

railcar in a curve.

8.4.2 Stairs/Ramps/Walkways

When grade separated access is provided to the platforms, the placement of stairs, ramps, or 

elevators should be carefully planned to be convenient for passengers and clear of freight 

railroad operations. Stairways should be a minimum of 48 inches wide using a maximum tread 

riser of 7 inches. Ramps with slopes of 5 percent or greater must have handrails per ADA 

Chapter 5, Section 505, Article 505.1. Walkways to and from platforms should be a minimum of 

10 feet wide. There should be no walls, columns, stairwells, escalator faces, and other similar 

obstructions within 14 feet of the centerline of the nearest track to allow for passenger 

circulations and sight distances.

8.4.3 Handicap Access

Federal regulations (49 CFR Parts 37 and 38) require level boarding wherever it would not be 

prevented by freight train clearance requirements. This requirement applies to new platform 

construction and reconstruction of existing platforms.

The U.S. Department of Transportation “Level Boarding Final Rule,” issued on September 9, 

2011, requires passenger railroads to ensure, at new and altered station platforms, that 

passengers with disabilities can board and alight any passenger rail car of the train. Where 

level-entry boarding cannot be provided due to freight-clearance requirements or mixed 

equipment, the passenger railroad operator must submit to the FRA or FTA a narrative that 

shows how they intend to meet the performance standard. 

Level boarding for the mobility-impaired transit users shall be provided by one or more of the 

following methods:

 High level platforms. High level platforms provide level boarding where they 

would not conflict with freight train clearances.
S T A T I O N S

D.C. to Richmond Southeast High Speed Rail 8-10 Basis of Design Report

 Railcar-equipped wheelchair lifts. Railcars equipped with mechanical lifts provide 

handicap access to all railcars.

 Wheelchair Lifts. At low-level platforms without level boarding, portable 

wheelchair lifts can be utilized to provide ADA access. The wheelchair lift should be 

kept on or very near the platform, where it can be retrieved by the conductor and 

taken to the rail car. The lift is manually operated and does not require any batteries 

or power. It should be kept in an enclosed protective shed, which is accessible to the 

train crew when needed. Wheelchair lifts are not recommended for stations with 

annual total ridership greater than 7,500 “ons and offs” in accordance with Amtrak 

policy adopted in May 2012. Stations that exceed this threshold will be evaluated on 

a case-by-case basis.

8.5 PEDESTRIAN CROSSINGS

The preferred design is to have completely grade-separated pedestrian access to separate 

platforms, with an inter-track fence between the tracks to prevent persons from crossing 

between platforms at grade. All new pedestrian crossings must be approved by CSXT, Amtrak, 

VRE, and DRPT through a formal application process. 

Where the track is at or below natural grade, then an overhead crossing may be used. Where the 

track is at-grade or elevated on an embankment, the use of an underpass becomes the preferable 

alternative to an overpass.

8.5.1 Overhead Crossings

The overhead crossing shall be a minimum of 24 feet 3 inches clear above top of rail and shall be 

a minimum of 10 feet wide. The overhead crossing can be served by stairs and either an elevator 

or a ramp system complying with ADA requirements. Ramps are preferred due to the reliability 

and maintenance cost issues of elevators, but shall be protected from the weather. If elevators 

are used, an alternate access should be designed for use in the event of elevator failure. The 

overhead crossing tower structure shall not be closer than a minimum of 16 feet from the 

centerline of track with a preferred clearance of 18 feet where practical in accordance with 

Amtrak’s Standard Track Plan for Minimum Roadway Clearances, with the exception of a 

center island platform. Fencing or enclosure of overhead crossings is required to prevent the 

dropping of objects on passing trains. 

8.5.2 Under-Grade Crossings

If under-grade bridges or crossings are used, the minimum inside clear dimensions of a 

pedestrian under-grade structure shall not be less than 9 feet wide by 9 feet high. The maximum 

inside clear dimensions of the pedestrian under-grade structure shall not be more than 16 feet 

wide by 10.5 feet high. The under-grade structure should have as open an aspect as possible at 

each end and should include provisions for waterproofing, drainage and pumping (if required).

ADA-compliant access can be provided through the use of elevators or ramps. Ramps are 

preferred due to the reliability and maintenance cost issues of elevators, but shall be protected 

from the weather. If elevators are used, an alternate access should be designed for use in the 

event of elevator failure.
S T A T I O N S

D.C. to Richmond Southeast High Speed Rail 8-11 Basis of Design Report

Provisions for closed circuit television (CCTV), lighting, and security should be included in a 

pedestrian under-grade structure. Also, a barrier system, such as gates or vertical rolling door, 

may be included at each end of the pedestrian under-grade structure to secure the structure 

when not in use. Provision should be made for an emergency lighting system in the event of a 

power outage. Future design items required for the function and operation of the under-grade 

crossings shall be included in the preliminary engineering opinions of probable construction 

costs, where possible.

8.5.3 At-Grade Crossings

If the only practical design is to have an at-grade pedestrian crossing at a station, then the 

crossing(s) shall be constructed at the end(s) of the platform. This prevents the blockage of the 

crossing(s) by a standing train. The pedestrian crossing shall include active warning devices 

(flashing lights and gates) and emergency exit gates. At-grade pedestrian crossings shall include 

channelization requiring the pedestrians to look in both directions along the track prior to 

crossing the track.

8.6 STATION PARKING

The parking area should be configured to separate bus movements from passenger vehicle 

circulation, and provide efficient flow for vehicles entering, exiting, and circulating the station. 

It is recommended that the number of entrances and exits to a station be minimized while still 

remaining compliant with local traffic requirements. The reduced number of entrances/exits 

allows for better security monitoring and control of the parking area. The parking area layout 

should be designed to reduce conflicts between vehicles traveling up and down lanes and 

vehicles backing out. Exit lanes are recommended to provide for controlled exiting and to 

minimize the back-up of vehicles into the parking stall lanes.

An area should be designated for short-term parking for pick-up and drop-off. The area must be 

compliant with ADA accessibility guidelines and should be located to prevent conflicts with 

buses or vehicles traveling down parking stall lanes.

The station layout will include provisions to allow maintenance-of-way and signal and 

communications trucks to access the right-of-way on both sides of the station. If this access is to 

be provided from the public parking or driveway areas, a locked gate will be used to keep 

unauthorized vehicles from entering the right-of-way.

Park-and-ride lots shall comply with the VDOT Statewide Park & Ride Program Policy and 

Procedures Manual and the VDOT Statewide Park & Ride Program Best Practices Guide, both dated 

February 2013. 
D.C. to Richmond Southeast High Speed Rail 9-1 Basis of Design Report

YARD AND SHOP FACILITIES

Potential sites for layover, maintenance and shop facilities shall be identified along the 

preferred corridor. Existing CSXT, Amtrak, and VRE yards and adjacent properties shall be 

evaluated for additional storage and service capacity.

9
D.C. to Richmond Southeast High Speed Rail 10-1 Basis of Design Report

UTILITIES

Utility design shall adhere to the standards and specifications of the utility owner.

Utility line crossings beneath railroad tracks shall be designed in accordance with CSXT Public 

Projects Manual and Chapter 1, Part 5 of AREMA MRE. 

All utility line crossings beneath main line tracks shall be installed using a protective casing 

pipe. The casing pipe may be omitted for non-pressure sewer or storm drain lines located in 

branch or industrial line tracks.

The casing pipe and joints shall be leak proof and capable of withstanding a minimum railway 

load of Cooper E-80. The steel casing shall have minimum yield strength of 35,000 PSI and have 

a protective coating.

Clearances over rails shall adhere to CSXT Design & Construction Standard Specifications for 

Wireline Occupancies issued September 15, 2003.

10
D.C. to Richmond Southeast High Speed Rail 11-1 Basis of Design Report

HIGHWAY TRAFFIC ENGINEERING

Traffic analysis will be performed in order to quantify the alternatives’ impacts on the adjacent 

roadway network. 

From the traffic projections the traffic analysis will be performed using the applicable 

methodologies and regulations provided in the Virginia Department of Transportation (VDOT) 

Traffic Analysis Regulations (24VAC30-155, January 1, 2012). This analysis will include four 

sections:

1) Existing Conditions

2) Future Conditions without Railway and Related Improvements

3) Future Conditions with Railway and Related Improvements

4) Future Conditions with Railway, Related Improvements, and Mitigation 

Measures

Specifically, “Railway and Related Improvements” describe the infrastructure changes relating 

to the railway that impact highway traffic. That is, grade crossing closures, grade separations, 

and other roadway modifications. Mitigation measures describe the highway infrastructure 

improvements to mitigate the impacts attributed to the Railway and Related Improvements.

The analysis will result in calculating the level of service (LOS) of the necessary roadway 

intersections per scope and VDOT requirements. LOS calculations will be performed using the 

techniques described in the Highway Capacity Manual (TRB, 2010). Software used to perform 

these calculations will be selected and used according to the VDOT Traffic Operational Analysis 

Tool Guidebook (version 1.1, August, 2013).

11
D.C. to Richmond Southeast High Speed Rail 12-1 Basis of Design Report

APPROVALS AND DESIGN VARIANCES

Where required by the basis of design, submittals and requests for approval shall be developed 

by the design team and submitted to the affected stakeholder(s) by DRPT as appropriate to the 

technical issue involved. The intent of the approval process is that the major stakeholders 

would be responsible for any approvals required for their respective legal areas of 

responsibility (CSXT for approving CSXT submittals and modifications, Amtrak and VRE for 

approving station and platforms, FRA and DRPT for regulatory approvals, etc.).

All proposed designs for construction on CSXT property shall be reviewed and approved by 

CSXT.

Designers shall in all instances adhere to these criteria in the design of the Washington, D.C. to 

Richmond High Speed Rail project infrastructure. In cases where these criteria cannot be met, or 

where a variance from the criteria would improve the performance or cost-effectiveness of 

project infrastructure, the designer shall submit in writing the details of the purpose and need 

for a variance from the design criteria. Variances from the criteria must be approved on a caseby-case basis for a specific location in advance of their incorporation into the design of the 

project by all affected major project stakeholders. Designers shall request all variances to the 

criteria in writing. All design variance requests shall be tracked on a design variance log until 

resolved.

The basis of design is applicable to areas where new construction or major remodeling might 

occur. Existing areas that remain unchanged are exempt from the design criteria as well as the 

approvals and design variance process.

12
D.C. to Richmond Southeast High Speed Rail A-1 Basis of Design Report

APPENDIX A: STANDARD CSXT PLANS
























MWI 703-07 

Rail Anchoring Policy 

Issued: 7/28/97 Revised: 8/10/11 

Page 1 of 10 

PURPOSE: To provide uniform instructions for anchoring the track structure. 

SAFETY: Observe all applicable Safety, and Operating Rules and Regulations; and 

Safe Job Procedures 

LOCATION: All CSXT tracks. 

ENVIRONMENTAL: Observe all applicable Federal, State and Local environmental rules and 

regulations.

I. DISCUSSION

A. Rail anchors are essential in achieving a stable track structure. They are designed to prevent 

longitudinal movement of the rail and work together with the other components of the track 

structure to prevent buckling. 

B. Rail anchors are required on both jointed and continuously welded rail tracks. They will be 

applied before the track is returned to service. 

C. All tracks, which are not in compliance with this rail anchoring policy, will be brought up to 

standard during the next System Team Rail Laying, Curve Patch, or Bridge Timbering operation. 

 During System Timbering operations, missing anchors will be replaced to match the pattern 

currently in track. Tracks, that have a history of buckling or excessive rail movement, will be 

reviewed by the Division Engineer on a case-by-case basis to establish a date for compliance. If 

the next System Team cycle is too far away, a schedule for compliance will be prepared by the 

Division Engineer and approved by the Chief Engineer - Maintenance of Way. 

D. New rail anchors will be manufactured from mill certified steel. 

E. Relay rail anchors will not be used on main tracks or passing sidings when laying new rail by 

system rail teams. Rail anchors removed to perform other maintenance activities may be 

reinstalled if effective. 
MWI 703-07 

8/10/11

Page 2 of 10 

CSX Transportation 

II. PROCEDURE

A. All Track

1. To avoid tie skewing, anchors should be applied against the same tie on opposite rails. 

(Opposite rails should be anchored the same) 

2. Definition: Box Anchor – Anchors applied against both sides of the tie on opposite rails to 

restrain longitudinal rail movement in both directions. [Four (4) rail anchors per tie.] 

B. Jointed Rail Territory

The track will have 16 rail anchors per 39 ft. rail. Box anchor 8 ties per rail length spaced in 

accordance with Rail Anchor Pattern Sketch shown on page 5, where practical. 

C. Continuous Welded Rail Territory

1. Definition: Continuous Welded Rail (CWR) – A number of rails welded together into 

lengths exceeding 400 feet. 

2. When laying continuous welded rail (CWR), it will be box anchored on every other tie 

throughout the entire section of CWR. Additional rail anchors are required at the following 

locations:

a. Joints installed in CWR will be box anchored on every tie for 130 consecutive ties in 

each direction within 60 days except ties supporting rail joints. 

b. Curves 3 degrees and greater on main track and sidings – CWR being installed will be 

anchored on every tie. (Anchors applied against both sides of each tie.) 

c. Turnouts - CWR will be box anchored on every tie for 130 consecutive ties in each 

direction from the long ties of the turnout. 

d. Railroad Crossings - CWR will be box anchored on every tie for 130 consecutive ties in 

each direction from the railroad crossing. 

e. Road Crossings - CWR will not be anchored within the road crossing unless required by 

the design of the road crossing surface material. If the road crossing is 50 ft. wide or 

greater, CWR will be box anchored on every tie for 130 consecutive ties in each direction 

from the road crossing. 

f. All Open Deck Bridge Approaches - CWR will be box anchored on every tie for 130 

consecutive ties in each direction from the backwall of the bridge. 

g. Epoxy Bonded Insulated Joints - Structurally sound epoxy bonded insulated joints do not 

require additional anchors. 

3. CWR laid across bridges will be anchored as follows: 

a. Ballast Deck Bridges - CWR will use the standard anchor pattern as described in 

paragraph II.C.2. 
MWI 703-07 

8/10/11

Page 3 of 10 

CSX Transportation 

b. Open Deck Bridges with total length 100 ft or less - CWR will be box anchored on every 

tie that is fastened to the bridge span. 

c. Open Deck Bridges with total length between 100 ft. and 500 ft. with an alignment of 2 

degrees or less: 

1) CWR will be box anchored on every tie that is fastened to the bridge span, throughout 

all spans less than 100 ft. 

2) CWR will be box anchored on every tie that is fastened to the bridge span, for the 

first 100 ft. from the fixed end of individual spans with length greater than 100 ft. 

d. Rail anchor pattern will be specified by the Asst. Chief Engineer – Structures when any 

of the following conditions exist: 

1) Open Deck Bridges with a total length greater than 500 feet 

2) Alignment is greater than 2 degrees 

3) Bridges with existing rail expansion joints 

4) Other special situations 

4. Turnouts within CWR territory will have every tie box anchored, where anchors can be 

applied, on both the straight side and diverging side of the turnout. Care must be taken to 

ensure that anchors do not interfere with the movable portion of the switch. Ensure that the 

requirements in paragraph II.C.2.d. are met. Ties with positive restraint rail fasteners are 

considered to be anchored. 

5. Ties that have a positive restraint fastener on one end only should be box anchored on the 

other end. MWI 701, Use of Premium Rail Fasteners in CWR, details the use of these 

fasteners.

6. At some locations, there may be two or more of the above situations present. In that case the 

requirements will be additive. 

For example: A turnout located 100 ft. from an open deck bridge (75 ft. long). In this 

example, the CWR will be box anchored on every tie between the backwall at the end of the 

bridge and the turnout. The turnout will be box anchored on every tie, where anchors can be 

applied, on both the straight side and diverging side of the turnout. The CWR will be box 

anchored on every tie for 130 ties beyond long ties of the turnout. 

7. Rail Anchor Patterns are illustrated on attached plans. 
MWI 703-07 

8/10/11

Page 4 of 10 

CSX Transportation 

Prepared by: Mark E. Austin 

 Engineer Standards II 

Reviewed: ___________________________________

 Director – Engineering Standards 

Approved: _____________________________ 

 Assistant Vice President – Engineering 

Office of the Vice President, Engineering 

Jacksonville, Florida 






LOWEST ELEVATION OF OVERHEAD ST

FACE OF PIER FACE OF PIER

 C.L. OF TRACK

25'-0" MIN. 25'-0" MIN.

15'-0" 15'-0" 4' 2' 4'

SUBBALLAST

SUBGRADE

CLEARANCES REQUIRED FOR OVERHEAD STRUCTURES

TYPICAL ROADBED SECTION WITH STANDARD DITCHES

NOTE: FOR MULTIPLE TRACKS, STANDARD TRACK CENTERS IS 15'-0"

NOVEMBER 

23'-0" MIN—-

●

●—–2:1 SLOPE

2:

CSX TR

ENG

 STANDA

OVER

4' 2' 4'

2' MIN CONCRETE SLOP
LOWEST ELEVATION OF OVERHEAD ST

NOVEMBER 

CSX T

EN

 STAND

OVER

FACE OF PIER FACE OF PIER

 C.L. OF TRACK

18'-0" MIN. 18'-0" MIN.

3'-0" 15'-0" 15'-0" 3'-0"

SUBBALLAST

SUBGRADE

CLEARANCES REQUIRED FOR OVERHEAD STRUCTURE

TYPICAL SECTION FOR ROADBED IN FILL

(WHERE NO DEFINED DITCHES ARE NEEDED)

NOTE: FOR MULTIPLE TRACKS, STANDARD TRACK CENTERS IS 15'-0"

23'-0" MIN—

●

2:1 SLOPE—–

●
D.C. to Richmond Southeast High Speed Rail B-1 Basis of Design Report

APPENDIX B: VDOT GEOMETRICS FOR BRIDGES OVER 

RAILROADS